Three-wheeled tilting vehicle

ABSTRACT

A tiltable vehicle is configured to transform between an autonomous mode and a rideable mode by pivoting the handlebars and steering column of the vehicle about a pitch axis. In the autonomous mode, the steering column is folded back toward the chassis and a tiltable chassis of the vehicle is prevented from tilting. In the rideable mode, the steering column is unfolded and the chassis is free to tilt. In some examples, a tiltable vehicle includes features beneficial for vehicle-sharing, such as parking devices or a basket. These features may be included on any suitable vehicle and are not limited to use on transforming vehicles.

CROSS-REFERENCES

This application claims the benefit under 35 U.S.C. § 119(e) of thepriority of U.S. Provisional Patent Application Ser. No. 62/812,921,filed Mar. 1, 2019, the entirety of which is hereby incorporated byreference for all purposes. This application is a continuation in part(CIP) of U.S. patent application Ser. No. 16/799,800, filed Feb. 24,2020, which claims the benefit under 35 U.S.C. § 119(e) of the priorityof U.S. Provisional Patent Application Ser. No. 62/809,482, filed Feb.22, 2019, the entireties of which are hereby also incorporated byreference for all purposes.

FIELD

This disclosure relates to systems and methods relating to tiltablethree-wheeled vehicles.

INTRODUCTION

Three-wheeled vehicles typically have several advantages overfour-wheeled vehicles. For example, under most circumstances three-wheelvehicles are, by their nature, more stable than four-wheeled vehiclesdue to the fact that three contact points will form a plane under allcircumstances, whereas four contact points will not. Another advantageis that three-wheeled vehicles afford a nearly ideal wheel loadingdistribution for maximum tire traction in both acceleration and brakingsituations. These advantages, among others, make three-wheeled vehiclespromising candidates for a variety of applications, including personalrecreational vehicles, rideshare vehicles, and robotic deliveryvehicles. However, the potential of three-wheeled vehicles in thesefields remains largely unfulfilled.

SUMMARY

The present disclosure provides systems, apparatuses, and methodsrelating to three-wheeled, tiltable vehicles.

In some embodiments, a tilting vehicle comprises a pair of front wheelscoupled to a tiltable chassis by a first mechanical linkage, wherein thepair of front wheels and the chassis are configured to tilt in unisonwith respect to a roll axis of the chassis; a single rear wheel coupledto the chassis; a motor coupled to the rear wheel and configured todrive the rear wheel to propel the vehicle; a tilt actuator operativelycoupled to the chassis and configured to selectively tilt the chassis;and a controller including processing logic configured to selectivelycontrol the tilt actuator to automatically maintain a net force vectorapplied to the chassis in alignment with a median plane of the chassis,wherein the net force vector is determined by gravity in combinationwith any applicable centrifugal force applied to the chassis; whereinthe first mechanical linkage includes: a first upper bar segment coupledat an inboard end to the chassis by a first inboard pivot joint andcoupled at an outboard end to a left kingpin link by a first upper pivotjoint, a second upper bar segment coupled at an inboard end to thechassis by a second inboard pivot joint spaced from the first inboardpivot joint and coupled at an outboard end to a right kingpin link by asecond upper pivot joint, and a bottom bar coupled to the chassis at acentral pivot joint, coupled to the left kingpin link at a first lowerpivot joint, and coupled to the right kingpin link at a second lowerpivot joint, wherein the inboard pivot joints of each of the first andsecond upper bar segments are disposed outboard relative to the centralpivot joint.

In some embodiments, a three-wheeled vehicle comprises a pair of frontwheels coupled to a tiltable chassis by a tilt linkage, such that thepair of front wheels and the chassis are configured to tilt in unisonwith respect to a roll axis of the chassis, wherein the tilt linkagecomprises a four-bar linkage, and a pair of upper bar segments arecoupled to the chassis at spaced-apart respective inboard joints; asingle rear wheel coupled to the chassis, the rear wheel comprising ahub motor configured to drive the rear wheel to propel the vehicle; anorientation sensor configured to detect directional informationregarding a net force vector applied to the chassis; a tilt actuatoroperatively coupled to the chassis and configured to selectively tiltthe chassis; a controller including processing logic configured toselectively control the tilt actuator based on the directionalinformation from the orientation sensor to automatically maintain thenet force vector in alignment with a median plane of the chassis; and arider support platform having a handlebar assembly and a seat, whereinthe rider support platform is configured to transition between: (a) afirst mode, in which the rider support platform is configured to supporta rider thereon and to steer the vehicle in response to rider input, and(b) a second mode, in which the handlebar assembly is pivoted rearwardtoward the seat such that a rider is prevented from mounting thevehicle, and the vehicle is steered automatically by the controller.

Features, functions, and advantages may be achieved independently invarious embodiments of the present disclosure, or may be combined in yetother embodiments, further details of which can be seen with referenceto the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of an illustrative tilting vehicle inaccordance with aspects of the present teachings.

FIG. 2 is a front view of an illustrative tilting linkage in accordancewith aspects of the present teachings.

FIG. 3 is a front view of another illustrative tilting linkage inaccordance with aspects of the present teachings.

FIG. 4 is a front view of an illustrative tilting linkage with shockabsorbers in accordance with aspects of the present teachings.

FIG. 5 is a front view of another illustrative tilting linkage withshock absorbers in accordance with aspects of the present teachings.

FIG. 6 is an isometric view of an illustrative steering linkage inaccordance with aspects of the present teachings.

FIG. 7 is an isometric view of another illustrative steering linkage inaccordance with aspects of the present teachings.

FIG. 8 is an isometric view of an illustrative transformable tiltingvehicle in accordance with aspects of the present teachings, depictingthe vehicle in an upright configuration.

FIG. 9 is another isometric view of the vehicle of FIG. 9, depicting thevehicle in a tilted configuration.

FIG. 10 is another isometric view of the vehicle of FIG. 9, depictingportions of the vehicle as transparent, and depicting the vehicle in anupright, manned mode.

FIG. 11 is another partially transparent isometric view of the vehicleof FIG. 9, depicting the vehicle in a tilt-locked, autonomous mode.

FIG. 12 is a side view of an illustrative cam-over mechanism of thetransforming vehicle of FIG. 9.

FIG. 13 is another side view of the cam-over mechanism of FIG. 12.

FIG. 14 is an isometric view of an illustrative tilt-lock device inaccordance with aspects of the present teachings.

FIG. 15 is another isometric view of the tilt-lock device of FIG. 14.

FIG. 16 is an isometric view of a vehicle having an illustrativeservo-actuated tilt-lock device, in accordance with aspects of thepresent teachings.

FIG. 17 is a partial isometric view of an illustrative vehicle having atilt-lock device comprising a pair of nesting plates, in accordance withaspects of the present teachings, depicting the mechanism unlocked.

FIG. 18 is another partial isometric view of the vehicle of FIG. 17,depicting the tilt-lock device locked.

FIG. 19 is a partial isometric view of an illustrative vehicle having atilt-lock device comprising a pivotable inverted bracket, in accordancewith aspects of the present teachings, depicting the mechanism locked.

FIG. 20 is another partial isometric view of the vehicle of FIG. 19,depicting the tilt-lock device unlocked.

FIG. 21 is a partial isometric view of an illustrative tilt-lock devicecomprising a knurled caliper and a knurled disc, in accordance withaspects of the present teachings.

FIG. 22 is a front view of an illustrative tilt-lock device comprising apin and a slotted disc, in accordance with aspects of the presentteachings, depicting the device unlocked and a tilting linkage tilted.

FIG. 23 is another front view of the device of FIG. 22, depicting thelinkage upright and the device still unlocked.

FIG. 24 is yet another front view of the device of FIG. 22, depictingthe device locked.

FIG. 25 is a partial isometric view of an illustrative parking brakeoperatively coupled to a tilt-lock bracket, in accordance with aspectsof the present teachings.

FIG. 26 is a partial isometric view of illustrative front and rearparking brakes operatively coupled to a kickstand, in accordance withaspects of the present teachings.

FIG. 27 is a partially transparent side view of a vehicle havingillustrative internal battery modules and an external battery module, inaccordance with aspects of the present teachings.

FIG. 28 is an isometric view of a vehicle having an illustrative onboardcomputer and illustrative wireless charging coils, in accordance withaspects of the present teachings.

FIG. 29 is an isometric view of a vehicle having an illustrativechain-driven crank drive allowing the vehicle to be pedaled, inaccordance with aspects of the present teachings.

FIG. 30 is an isometric view of an illustrative vehicle having directfoot activation of tilt, in accordance with aspects of the presentteachings.

FIG. 31 is an isometric view of a vehicle having an illustrativelockable basket, in accordance with aspects of the present teachings.

FIG. 32 is a side view of a transforming vehicle having an illustrativewindscreen configured to obstruct a seat of the vehicle when thesteering column is tilted back, as depicted.

FIG. 33 is another side view of the vehicle of FIG. 32, depicting thesteering column in an upright position, such that the vehicle isconfigured to accommodate a rider.

FIG. 34 is a front view of an illustrative vehicle having a sensormodule (e.g., a LIDAR sensor) attached to the vehicle chassis by atilt-compensating mount, in accordance with aspects of the presentteachings, depicting the vehicle in an untilted position.

FIG. 35 is another front view of the vehicle of FIG. 34, depicting thevehicle in a tilted position, with the sensor module oriented in anupright position due to the tilt-compensating mount.

FIG. 36 is a flow chart depicting steps of an illustrative method forvehicle-sharing, in accordance with aspects of the present teachings.

FIG. 37 is a flow chart depicting steps of an illustrative method forusing a tilting transformable vehicle, in accordance with aspects of thepresent teachings.

FIG. 38 is a schematic diagram depicting an illustrative data processingsystem in accordance with aspects of the present teachings.

FIG. 39 is a front view of yet another illustrative tilting linkage inaccordance with aspects of the present teachings.

FIG. 40 is a front view of the tilting linkage of FIG. 39, coupled to avehicle and depicted in a tilted state.

FIG. 41 is an isometric view of the tilting linkage of FIG. 39, furtherdepicting a portion of an illustrative steering column in accordancewith aspects of the present teachings.

FIG. 42 is another isometric view of the tilting linkage of FIG. 39 andthe steering column of FIG. 41, taken from a point of view aft of thefront wheels.

DETAILED DESCRIPTION

Various aspects and examples of a three-wheeled tilting vehicle, as wellas related methods, are described below and illustrated in theassociated drawings. Unless otherwise specified, a three-wheeled tiltingvehicle in accordance with the present teachings, and/or its variouscomponents, may contain at least one of the structures, components,functionalities, and/or variations described, illustrated, and/orincorporated herein. Furthermore, unless specifically excluded, theprocess steps, structures, components, functionalities, and/orvariations described, illustrated, and/or incorporated herein inconnection with the present teachings may be included in other similardevices and methods, including being interchangeable between disclosedembodiments. The following description of various examples is merelyillustrative in nature and is in no way intended to limit thedisclosure, its application, or uses. Additionally, the advantagesprovided by the examples and embodiments described below areillustrative in nature and not all examples and embodiments provide thesame advantages or the same degree of advantages.

This Detailed Description includes the following sections, which followimmediately below: (1) Definitions; (2) Overview; (3) Examples,Components, and Alternatives; (4) Advantages, Features, and Benefits;and (5) Conclusion. The Examples, Components, and Alternatives sectionis further divided into subsections A through K, each of which islabeled accordingly.

Definitions

The following definitions apply herein, unless otherwise indicated.

“Comprising,” “including,” and “having” (and conjugations thereof) areused interchangeably to mean including but not necessarily limited to,and are open-ended terms not intended to exclude additional, unrecitedelements or method steps.

Terms such as “first”, “second”, and “third” are used to distinguish oridentify various members of a group, or the like, and are not intendedto show serial or numerical limitation.

“AKA” means “also known as,” and may be used to indicate an alternativeor corresponding term for a given element or elements.

“Elongate” or “elongated” refers to an object or aperture that has alength greater than its own width, although the width need not beuniform. For example, an elongate slot may be elliptical orstadium-shaped, and an elongate candlestick may have a height greaterthan its tapering diameter. As a negative example, a circular aperturewould not be considered an elongate aperture.

The terms “inboard,” “outboard,” “forward,” “rearward,” and the like areintended to be understood in the context of a host vehicle on whichsystems described herein may be mounted or otherwise attached. Forexample, “outboard” may indicate a relative position that is laterallyfarther from the centerline of the vehicle, or a direction that is awayfrom the vehicle centerline. Conversely, “inboard” may indicate adirection toward the centerline, or a relative position that is closerto the centerline. Similarly, “forward” means toward the front portionof the vehicle, and “rearward” means toward the rear of the vehicle. Inthe absence of a host vehicle, the same directional terms may be used asif the vehicle were present. For example, even when viewed in isolation,a device may have a “forward” edge, based on the fact that the devicewould be installed with the edge in question facing in the direction ofthe front portion of the host vehicle.

“Coupled” means connected, either permanently or releasably, whetherdirectly or indirectly through intervening components.

“Resilient” describes a material or structure configured to respond tonormal operating loads (e.g., when compressed) by deforming elasticallyand returning to an original shape or position when unloaded.

“Rigid” describes a material or structure configured to be stiff,non-deformable, or substantially lacking in flexibility under normaloperating conditions.

“Elastic” describes a material or structure configured to spontaneouslyresume its former shape after being stretched or expanded.

“Processing logic” describes any suitable device(s) or hardwareconfigured to process data by performing one or more logical and/orarithmetic operations (e.g., executing coded instructions). For example,processing logic may include one or more processors (e.g., centralprocessing units (CPUs) and/or graphics processing units (GPUs)),microprocessors, clusters of processing cores, FPGAs (field-programmablegate arrays), artificial intelligence (AI) accelerators, digital signalprocessors (DSPs), and/or any other suitable combination of logichardware.

A “controller” or “electronic controller” includes processing logicprogrammed with instructions to carry out a controlling function withrespect to a control element. For example, an electronic controller maybe configured to receive an input signal, compare the input signal to aselected control value or setpoint value, and determine an output signalto a control element (e.g., a motor or actuator) to provide correctiveaction based on the comparison. In another example, an electroniccontroller may be configured to interface between a host device (e.g., adesktop computer, a mainframe, etc.) and a peripheral device (e.g., amemory device, an input/output device, etc.) to control and/or monitorinput and output signals to and from the peripheral device.

Directional terms such as “up,” “down,” “vertical,” “horizontal,” andthe like should be understood in the context of the particular object inquestion. For example, an object may be oriented around defined X, Y,and Z axes. In those examples, the X-Y plane will define horizontal,with up being defined as the positive Z direction and down being definedas the negative Z direction.

“Providing,” in the context of a method, may include receiving,obtaining, purchasing, manufacturing, generating, processing,preprocessing, and/or the like, such that the object or materialprovided is in a state and configuration for other steps to be carriedout.

In this disclosure, one or more publications, patents, and/or patentapplications may be incorporated by reference. However, such material isonly incorporated to the extent that no conflict exists between theincorporated material and the statements and drawings set forth herein.In the event of any such conflict, including any conflict interminology, the present disclosure is controlling.

Overview

In general, a ridable vehicle of the present teachings may include atleast one pair of tiltable wheels and a control system having processinglogic configured to automatically tilt the chassis of the vehicle and insome cases actively steer the wheels of the vehicle to guide the vehicledown a selected path while maintaining a median plane of the vehiclechassis in alignment with a net force vector resulting from gravity andcentrifugal force (if any). In some examples, such tilting isalternatively or additionally controlled by the operator, e.g., by arider's body motions, via handlebars, and/or using control inputs via ahuman machine interface (HMI).

In illustrative examples described below, the vehicle includes threewheels, with a pair of linked wheels at a first end of the vehicle and athird wheel at an opposing end of the vehicle. However, any suitablenumber and arrangement of wheels may be used. A propulsion system of thevehicle may be coupled to any suitable wheel(s) to drive the vehicleforward and/or backward. For example, in some cases, the vehicle has apair of linked wheels at a front end, a single wheel at a rear end, anda motor configured to drive the rear wheel (e.g., a hub motor).

The vehicle may be of any suitable design configured to result in acoordinated and substantially identical tilting of the chassis and thewheels. For example, a steering or suspension system of the vehicle maycomprise a four-bar parallelogram linkage, coupling the left and rightwheels to a central chassis. Examples of this type of vehicle aredescribed below. In some cases, the vehicle may comprise a selectivelyrobotic, semi-autonomous, or fly-by-wire vehicle. In some cases, thevehicle is configured to transform between a partially or completelymanually operated mode and an autonomous or semi-autonomous mode.

A control system of the vehicle may include processing logic configuredto automatically tilt the chassis of the vehicle and in some casesactively steer the wheels of the vehicle to guide the vehicle down aselected path while maintaining a median plane of the vehicle chassis inalignment with a net force vector resulting from gravity and centrifugalforce (if any). The vehicle may be of any suitable design configured toresult in a coordinated and similar or substantially identical tiltingof the chassis and the wheels. For example, the vehicle may comprise afour-bar parallelogram linkage, coupling the left and right wheels tothe central chassis.

Electromechanically controllable variables of the vehicle may includechassis tilt with respect to the wheel linkage, steering of the wheels,throttle or vehicle speed, and braking. In general, a control system ofthe vehicle may be configured to keep centrifugal and gravitationalforces in equilibrium when turning, so that the combined centrifugal andgravitational vectors create a net force vector parallel to the chassisand wheel median planes. By directing the combined forces parallel tothe chassis, stress on the vehicle suspension components (as well asriders where applicable) is reduced, rollover risk is decreased, andtraction in a turn is improved or maximized.

An ideal leaning position of the chassis may be achieved through acombination of actuators and control software to create the desiredperformance. In some examples, tilt and steering angles are discretelycontrolled for a given turn. In some examples, steering is controlled bythe operator and tilt is controlled automatically by an electroniccontroller of the vehicle. In general, the tilt to steer ratio iscontrolled, depending on speed and terrain, and higher speed leads tomore vehicle chassis lean, less wheel steering. The tilt experienced atthe chassis is a sum of the angle of the road surface plus the angle ofthe wheel linkage articulation. Detecting the level of the surface (orthe chassis tilt displacement to correct) could in some cases be doneusing a suitable sensor near the road surface. However, it may be moreeffective to determine and maintain the absolute tilt angle of thechassis by measuring its relationship to the net force vector caused bygravity and any centrifugal forces.

In some cases, the interaction of crowned tires with the terrain must beaccounted for, as the crowned shape of some wheels may produce scrubwhen tracking along the side of the wheel in a given turn vector overuneven or slanted terrain. For tilting three-wheeled vehicles,understeering or oversteering may be needed, depending on terrain, tocounter the natural effect of the crowned wheel to oversteer orundersteer into the turn. Generally speaking, this tire scrub ispreferable to loss of the desired path of the vehicle.

Methods and systems of the present disclosure may, for example, providefor the delivery of articles, objects, products, people, or goods fromone location to another location using the wheeled vehicle. Controlmethods may be computer implemented, either partially or totally. Asdescribed above, the wheeled vehicle may optionally be remotelycontrolled, semiautonomous, or mixed autonomous. The vehicle mayoptionally be one of a plurality of wheeled vehicles, for example one ofa plurality of identical wheeled vehicles. In some examples, the vehicleis one of a fleet of vehicles of a vehicle-sharing service. Avehicle-sharing service, also referred to as a ride-sharing service, maygenerally utilize bicycles, scooters, mopeds, automobiles, and/or anyother suitable vehicles. The vehicles of the service may or may not beidentical.

The method and system of the present disclosure may optionally be usedon an indoor or an outdoor land transportation network, which mayinclude roads, bike paths, sidewalks, alleys, paths, crosswalks, anyroute on which a wheeled vehicle may travel or any combination of theforegoing. Additionally, or alternatively, vehicles of the presentdisclosure may be suitable for use on roads (e.g., traffic lanes and/orbike lanes), bike paths, sidewalks, alleys, paths, crosswalks, and/orany combination of the foregoing. The vehicles may be suitable for useon paved terrain and/or unpaved terrain (e.g., dirt, gravel, grass,and/or the like).

In some examples, a tilt-lock system is provided which allows thevehicle to be fixed in an upright, untilted position. In some examples,the system includes a tilt-lock mechanism (e.g., a pivotable bracket)configured to selectively wedge the chassis into an upright orientation.The tilt-lock system may include a kickstand, a parking brake, a tiltlock bracket, and/or any other suitable device. Components of thetilt-lock system may be implemented electronically and/or mechanically.In some examples, aspects of the tilt-lock system may be controllable bya data processing system (e.g., a smartphone running a suitableapplication) in communication with the vehicle. The tilt-lock system mayfacilitate slow-speed driving (e.g., autonomously) and/or parking of thevehicle.

In some examples, the vehicle is equipped with fleet-managementfeatures, such a communications system configured to transmit sensedvehicle information (e.g., vehicle location, tire pressure, batterycharge, and/or any other suitable information) to another device, suchas a remote computer system (e.g., a computer not located onboard thevehicle). This can allow for convenient monitoring and maintenance ofthe vehicle. In some examples, the vehicle is one of a fleet of vehicleseach configured to transmit vehicle information to a central fleetmanagement computer.

In some cases, vehicles may be associated with predetermined dockingstations from which the vehicles are borrowed and to which the vehiclesare returned. Alternatively or additionally, the vehicles may bedockless vehicles that are dropped off and picked up by users inarbitrary locations, such as sidewalks, parks, bike racks, buildinglobbies, and/or the like. A vehicle currently not in use (e.g., havingbeen dropped off by a user) should be able to remain safely in placeuntil needed by a subsequent user. For example, the vehicle should beconfigured not to easily roll away or tip over, which may endanger thevehicle and/or passersby. However, the vehicle should also be readilyusable by the subsequent user; that is, not too much work should berequired of the subsequent user to make the vehicle ready to ride.Systems and methods of the present disclosure may, for example, allowfor a vehicle of a vehicle-sharing system to be parked in a safe andstable state when not in use (e.g., between vehicle-sharing sessions oftwo users, or when a user has parked the vehicle during their session).For example, a parking system of the vehicle may allow a first user toleave the vehicle in a stable condition suitable for waiting minutes,hours, and/or days for a second user.

Control system(s) of the vehicle may include any suitable processinglogic for controlling the propulsion system, tilt system, and/orsteering system to cause the vehicle to automatically travel along adesired path in a stable manner. Any suitable control methods may beused, including, e.g., any suitable relationship(s) between vehicle leanand vehicle steering. The control system may be further configured toenable additional vehicle functions, such as automatic unloading ofvehicle contents, implementing aspects of a vehicle rental and/orridesharing system, and so on.

Aspects of tiltable three-wheeled vehicles may be embodied as a computermethod, computer system, or computer program product. Accordingly,aspects of the vehicle may take the form of an entirely hardwareembodiment, an entirely software embodiment (including firmware,resident software, micro-code, and the like), or an embodiment combiningsoftware and hardware aspects, all of which may generally be referred toherein as a “circuit,” “module,” or “system.” Furthermore, aspects ofthe vehicle may take the form of a computer program product embodied ina computer-readable medium (or media) having computer-readable programcode/instructions embodied thereon.

Any combination of computer-readable media may be utilized.Computer-readable media can be a computer-readable signal medium and/ora computer-readable storage medium. A computer-readable storage mediummay include an electronic, magnetic, optical, electromagnetic, infrared,and/or semiconductor system, apparatus, or device, or any suitablecombination of these. More specific examples of a computer-readablestorage medium may include the following: an electrical connectionhaving one or more wires, a portable computer diskette, a hard disk, arandom access memory (RAM), a read-only memory (ROM), an erasableprogrammable read-only memory (EPROM or Flash memory), an optical fiber,a portable compact disc read-only memory (CD-ROM), an optical storagedevice, a magnetic storage device, and/or any suitable combination ofthese and/or the like. In the context of this disclosure, acomputer-readable storage medium may include any suitablenon-transitory, tangible medium that can contain or store a program foruse by or in connection with an instruction execution system, apparatus,or device.

A computer-readable signal medium may include a propagated data signalwith computer-readable program code embodied therein, for example, inbaseband or as part of a carrier wave. Such a propagated signal may takeany of a variety of forms, including, but not limited to,electro-magnetic, optical, and/or any suitable combination thereof. Acomputer-readable signal medium may include any computer-readable mediumthat is not a computer-readable storage medium and that is capable ofcommunicating, propagating, or transporting a program for use by or inconnection with an instruction execution system, apparatus, or device.

Program code embodied on a computer-readable medium may be transmittedusing any appropriate medium, including but not limited to wireless,wireline, optical fiber cable, RF, and/or the like, and/or any suitablecombination of these.

Computer program code for carrying out operations for aspects ofvehicles described herein may be written in one or any combination ofprogramming languages, including an object-oriented programming language(such as Java, C++), conventional procedural programming languages (suchas C), and functional programming languages (such as Haskell). Mobileapps may be developed using any suitable language, including thosepreviously mentioned, as well as Objective-C, Swift, C #, HTML5, and thelike. The program code may execute entirely on a user's computer, partlyon the user's computer, as a stand-alone software package, partly on theuser's computer and partly on a remote computer, or entirely on theremote computer or server. In the latter scenario, the remote computermay be connected to the user's computer through any type of network,including a local area network (LAN) or a wide area network (WAN),and/or the connection may be made to an external computer (for example,through the Internet using an Internet Service Provider).

Aspects of the vehicles may be described below with reference toflowchart illustrations and/or block diagrams of methods, apparatuses,systems, and/or computer program products. Each block and/or combinationof blocks in a flowchart and/or block diagram may be implemented bycomputer program instructions. The computer program instructions may beprogrammed into or otherwise provided to processing logic (e.g., aprocessor of a general purpose computer, special purpose computer, fieldprogrammable gate array (FPGA), or other programmable data processingapparatus) to produce a machine, such that the (e.g., machine-readable)instructions, which execute via the processing logic, create means forimplementing the functions/acts specified in the flowchart and/or blockdiagram block(s).

Additionally or alternatively, these computer program instructions maybe stored in a computer-readable medium that can direct processing logicand/or any other suitable device to function in a particular manner,such that the instructions stored in the computer-readable mediumproduce an article of manufacture including instructions which implementthe function/act specified in the flowchart and/or block diagramblock(s).

The computer program instructions can also be loaded onto processinglogic and/or any other suitable device to cause a series of operationalsteps to be performed on the device to produce a computer-implementedprocess such that the executed instructions provide processes forimplementing the functions/acts specified in the flowchart and/or blockdiagram block(s).

Any flowchart and/or block diagram in the drawings is intended toillustrate the architecture, functionality, and/or operation of possibleimplementations of systems, methods, and computer program productsaccording to aspects of the vehicle. In this regard, each block mayrepresent a module, segment, or portion of code, which comprises one ormore executable instructions for implementing the specified logicalfunction(s). In some implementations, the functions noted in the blockmay occur out of the order noted in the drawings. For example, twoblocks shown in succession may, in fact, be executed substantiallyconcurrently, or the blocks may sometimes be executed in the reverseorder, depending upon the functionality involved. Each block and/orcombination of blocks may be implemented by special purposehardware-based systems (or combinations of special purpose hardware andcomputer instructions) that perform the specified functions or acts.

Examples, Components, and Alternatives

The following sections describe selected aspects of illustrativetiltable as well as related systems and/or methods. The examples inthese sections are intended for illustration and should not beinterpreted as limiting the scope of the present disclosure. Eachsection may include one or more distinct embodiments or examples, and/orcontextual or related information, function, and/or structure.

A. Illustrative Tilting Vehicles

With reference to FIG. 1, this section describes an illustrativethree-wheeled vehicle 100 configured to tilt or lean from side to side,e.g., while cornering. Vehicle 100 is an example of a convertibletilting vehicle, generally described above.

FIG. 1 is a schematic diagram of vehicle 100. As depicted, vehicle 100has three wheels coupled to a body or chassis 102, with a single drivewheel 104 in the rear and two wheels 106, 108 in front. Rear wheel 104is driven by a motor 110, e.g., a hub motor, which is controlled by amotor controller 112 to propel the vehicle in forward and reversedirections. Front wheels 106 and 108 are coupled to a front end ofchassis 102 by a tilt linkage 114 configured to tilt the chassis of thevehicle as well as the front wheels, in a controlled manner. Tiltlinkage 114 may include any suitable mechanical linkage, such as afour-bar linkage, configured to ensure a tilt of the front wheelscorresponds to the tilt of the chassis. A tilt actuator 116 (alsoreferred to as a lean actuator or roll actuator) is operativelyconnected to tilt linkage 114, and may include any suitable electricmotor (e.g., servo motor, step motor), rotary actuator, or other deviceconfigured to provide a rotational force for tilting the chassis andwheels.

A rider support platform 103 is mounted to chassis 102, and may includeany suitable structures and devices configured to accommodate a humanrider and/or to receive control input from the rider. For example, ridersupport platform 103 may include a seat, a backrest, foot pegs, pedals,handlebars, and/or the like. In cases where handlebars are provided,these may be electromechanically and/or virtually coupled to thesteering actuator (described immediately below), such that one or bothof the handlebars and the steering actuator may selectively control thesteering at any given time. A portion or portions of the rider supportplatform may be repositionable in a functional sense, such thatrepositioning or displacing the portion of the platform sends a signalto change control modes and/or physically places the vehicle into adifferent control mode. For example, the handlebars and/or seat may befolded into an unusable position to place the vehicle into an autonomousor semiautonomous mode.

Steering of the vehicle may be accomplished by tilting and/or bycontrolled steering of the front wheels, e.g., using a steering actuator118 operationally connected to a steering linkage 120. Variousillustrative steering schemes are described further below. In thiscontext, tilt or lean is defined as a lateral roll from side to sideabout a roll axis (e.g., axis A), while steering is performed byrotating the wheel or wheels about a yaw axis, such that the wheelspoint in a direction more to the left or right relative to their presentorientation. At some vehicle speeds, steering may be performed entirelyby way of tilting, while the front wheels are free to caster. At somevehicle speeds, steering may be performed entirely by actively steeringthe front wheels. At some vehicle speeds, a combination of methods maybe utilized.

Steering actuator 118 may include any suitable electric motor (e.g.,servo motor, step motor), rotary actuator, or other device configured toprovide a rotational force for steering vehicle 100. This force from thesteering actuator is converted by the steering linkage into a linearforce for turning the wheels. The steering linkage may, for example,include one or more tie rods configured to mechanically couple actuator118 to wheels 106 and 108. In some examples, steering linkage 120 is anAckermann steering linkage, such that control of the front wheelsautomatically compensates for the inside and outside wheel needing totrace circles of different radii during a given turn.

In some examples, vehicle 100 utilizes servo motors with planetarygearboxes for both the lean and the steer actuators. Other suitableactuators include worm gear boxes, linear actuators connecting linkageelements, hydraulic actuators, harmonic drive units, stepper motors,direct torque actuators, and/or the like. Generally, the tilt actuatorhas a higher load requirement, and must generate more force than thesteering actuator, such that different types of actuators may be usedfor each.

A suspension system 122 may be integrated into tilt linkage 114,steering linkage 120, and/or coupled to wheels 106 and 108. A separatesuspension system may be provided for rear wheel 104. Suspension system122 may include any suitable biasing and/or damping device(s) configuredto facilitate travel over a rough or bumpy terrain. For example,suspension system 122 may include one or more shock absorbers and/orsprings. Suspension system 122 is configured to reduce shock andvibration loads to cargo as well as to the sensing and control systemsand vehicle chassis. There are several possible approaches to suspendingthe vehicle in a shock absorbing manner, including but not limited to:four-bar linkages, leading links, A-arms, linear/telescoping directsuspension, and/or the like.

A control system 124 (e.g., an onboard control system) of vehicle 100may include any suitable processing logic 126 configured to control thevarious actuators in view of information from one or more vehiclesensors 128 and/or in response to commands received from a navigationcontrol system 130. Navigation control system 130 may include anysuitable navigation system configured to direct vehicle 100 along a pathtoward a destination, and disposed either onboard vehicle 100, remotely(e.g., a remote-control unit), or a combination thereof.

Sensors 128 may include any suitable devices configured to determineinformation regarding vehicle 100 and/or its physical operatingenvironment. For example, sensors 128 may include sensing unitstypically found on autonomous vehicles. Example sensors may includetemperature sensors, tire pressure sensors, tilt or other orientationsensors (e.g., accelerometers), speed sensors, and/or the like.

Additionally, or alternatively, sensors 128 may include at least oneorientation-dependent sensor 128A configured to sense information (e.g.,regarding a surrounding environment) in an orientation-dependent manner.In other words, information sensed by sensor 128A tends to be affected,in at least some circumstances, by the orientation and/or position ofthe sensor with respect to at least one axis. Exampleorientation-dependent sensors may include, e.g., LIDAR, radar, laserrange-finders, optical imaging sensors, thermal imaging sensors, acomputer vision system, proximity sensors, etc. The information sensedby these types of sensors generally depends on sensor orientation. Forinstance, the orientation of an image acquired by an imaging sensor isdetermined by the orientation of the imaging sensor, and the informationobtained by a LIDAR sensor depends on the position and direction of thelight source. Accordingly, if the orientation-dependent sensor is tilted(e.g., as the vehicle chassis and/or linkage is tilted), the dataacquired by the sensor is generally altered relative to data that wouldbe acquired by an untilted sensor. This can adversely impact the use ofthe data by control systems of the vehicle (e.g., navigation controlsystem 130, a collision-avoidance system, etc.). Accordingly,orientation-dependent sensor 128A may be coupled to chassis 102 (and/oranother suitable part of the vehicle) by a tilt-compensating mountsystem 131 configured to compensate for vehicle tilt (at least on theroll axis), such that sensor 128A remains partially or completelyuntilted as the vehicle tilts. For example, tilt-compensating mountsystem 131 may comprise a gimbal mount.

Tilt-compensating mount system 131 may comprise an activetilt-compensation system and/or a passive tilt-compensation system. Anactive tilt-compensation system includes at least one motor or otheractuator configured to adjust an orientation of sensor 128A based on adetected tilt of the sensor (e.g., as detected by a tilt sensor coupledto the sensor or to the gimbal mount), and/or based on an anticipatedtilt of the vehicle (e.g., based on a control signal to the tiltactuator and/or steering actuator, which apprises system 131 that sensor128A will imminently tilt without intervention). A passivetilt-compensation system may include a gyroscope or other suitabledevice configured to attach sensor 128A to the chassis such that thesensor does not tend to tilt as the vehicle tilts. In some examples, thetilt-compensation system may include a mechanical linkage slaved to thetilt linkage 114, such that a corresponding counter-lean isautomatically produced in the tilt-compensation system.

Tilt-compensating mount system 131 may be configured to compensate fortilt about any suitable axis or combination of axes. In some examples,system 131 is configured to compensate for tilt about the vehicle rollaxis only. Accordingly, in these examples, sensor 128A is effectivelystabilized about the roll axis, such that it does not tilt with respectto horizontal when the vehicle is caused to tilt, but is not preventedfrom tilting with the vehicle about a pitch axis or a yaw axis.

Processing logic 126 may include any suitable modules or hardwareconfigured to carry out control algorithms with respect to the operationof vehicle 100. For example, processing logic 126 may include motorcontroller 112, a steering controller 132 configured to control steeringactuator 118, and/or a tilt controller 134 configured to control tiltactuator 116, as well as processing logic configured to coordinate theactivities of any or all of these controllers.

Control system 124 may be in wireless communication with a remotesystem, e.g., a remote portion of navigation control 130, and thereforemay include a wireless radio system configured to transmit and receiveinformation, e.g., as represented by a transceiver 136.

Several illustrative steering schemes may be implemented by the controlsystem and vehicle 100. In manual/rider mode, tilt will generally becontrolled to automatically maintain the net force vector in alignmentwith a median plane of the chassis, based on or in response to steeringby the user. In autonomous mode, there are several possiblerelationships of lean (i.e., tilt) to steering. Selected relationshipsand related control system configurations are discussed below:

a. Mechanically Linked Lean to Steer

In this case, the mechanical linkages result in a fixed ratio to causethe wheels of the vehicle to be turned when they lean. In embodiments ofthis type, it may be desirable to dynamically change the lean-to-steerratio with respect to speed, to provide both low speed maneuverabilityand high speed stability.

b. Electrically Linked Lean to Steer

In this case, lean angle is the primary control vector utilized todetermine how much to actively steer the vehicle. Steering is controlledby the steering controller and actuator, based on the lean angle,vehicle speed, and other factors.

c. Free to Caster (FTC)

In this case, lean angle is the primary control vector for the vehicle,and the steering system is left free to assume any position. In otherwords, active steering is discontinued, and the wheels are freed toswivel or caster based entirely on ground forces and lean angle. Basedon a trail/caster angle, the vehicle will mechanically select an optimumsteering angle for the lean angle. This technique works well at higherspeeds.

In FTC operation, the vehicle geometry is designed so that when tilt isinitiated, the front wheels will caster or swivel to the proper steeringangle for any given combination of lean and speed. This relationship canbe roughly expressed as S=T/V, where S is steer angle, T is tilt angle,and V is velocity. In a given turn, if the maximum lean has already beenachieved, but the vehicle needs to turn more tightly, reducing speedwill cause the turn radius to decrease in accordance with the FTCdynamics.

With FTC, a vehicle will also counter-steer when entering a drift fromloss of rear wheel traction, and will also counter-steer in the case ofone front wheel coming off the ground during the initiation of tilt witha high center of gravity (CG) or a very narrow wheelbase. A tiltingthree-wheeled vehicle utilizing an FTC control scheme is resistant toflipping over for this reason.

d. Free Leaning

In this case, the steering angle is the primary control vector and thevehicle is free to lean. Embodiments of this type may use a tilt-lockingmechanism to prevent undesirable instabilities, maintaining the vehicleat a set angle (e.g., vertical) or range of angles. Furthermore, thesteering angle may operate under closed-loop control to balance thevehicle, similar to the way a bicyclist or motorcyclist balances theirvehicle using a combination of body lean, counter-steering, and otherinputs.

e. IMU-Based Lean Follows Steer

In this case, steering angle is the primary control vector for thevehicle. Accelerometer and/or gyro sensors sense the lateral forces onthe vehicle, and the tilt actuator runs a control loop to minimize thecomponent of lateral acceleration showing a tendency to slide thevehicle out of the turn.

f. Combination Methods

In some cases, the above techniques can be used in combination withclutches/brakes on either the steer or lean actuators or both, or theactuators can be programmed into a “simulated low-inertia control mode”where they act as followers. This can be turned on and off (gradually)at certain vehicle speed breakpoints to provide optimal handling in boththe low and high-speed domains. Additionally, control rules may need tobe modified when the vehicle is operating in reverse.

For any of the above control schemes, a desired tilt angle for thevehicle in question is in general derived by determining whatside-to-side lean or tilt angle results in a net force vector alignedwith the central vertical plane of the chassis, also referred to as themedian plane, i.e., a plane through the vertical centerline of thevehicle dividing or bisecting the chassis into left and right portions.The net force vector is defined as the combined force vector resultingfrom downward gravity and lateral centrifugal force. A sensor (e.g., anaccelerometer) on the vehicle detects lateral deflection of the forcevector on the chassis (e.g., due to centrifugal forces from initiating asteered turn, or lateral forces from uneven terrain during a turn orduring normal operation). In response, a tilting actuator and in somecases a steering actuator are adjusted to return the net force vector tosubstantial alignment with the median plane of the chassis. Lean anglechanges with speed and tightness of turn radius. Given the desired oroptimum tilt angle for a given turn radius and/or speed, (i.e., theangle that keeps the net force vector in alignment with the chassis) thetilt linkage may be altered to maintain that tilt angle, and also tokeep the tilt angle regardless of uneven/changing ground surface.

Lean (AKA tilt) to steer ratios are calculated to maintain the summaryforce vector (with respect to centrifugal force and the force due togravity) in alignment with the median plane of the tilting vehicle.Generally speaking, the faster the vehicle goes for any given turnradius, the more the vehicle chassis needs to lean in order to keep thissummary force vector in alignment with the median plane of the tiltablechassis. Higher speed or decreased turning radius results in an increaseto the desired lean angle.

Control system 124 may include any suitable processing logic configuredto carry out algorithms such as those described herein. For example, aPID (proportional integral derivative) controller may be utilized,having a control loop feedback mechanism to control tilt/steer variablesbased on force vector measurement.

For example, during the turning of vehicle 100, while lateralaccelerations and/or centrifugal forces are exerted on chassis 102,vehicle control system 124 may direct the one or more tilt actuators 116to pivot and/or tilt chassis 102 so as to compensate in whole or in partfor such lateral accelerations and/or centrifugal forces. Processinglogic 126 may receive input from one or more of sensors 128, to measuresuch accelerations, centrifugal forces and/or other characteristics ofchassis 102 so as to determine the degree, amount, and/or angle to whichthe chassis should be pivoted and/or tilted by the one or more tiltactuators 116. For example, an IMU sensor, which may be included in theone or more sensors 128, and may optionally include a solid-stateaccelerometer, may be utilized for measuring any suitable accelerationand/or force in this regard. The degree, amount, and/or angle of suchtilt may be sensed and/or measured by any suitable sensor, and directedback to processing logic 126 and/or other aspects of the control systemas feedback. Any suitable algorithm may be programmed into the controlsystem, either as firmware, software or both, for analyzing the inputsignals provided by one or more sensors and for instructing and/orcontrolling the one or more tilt actuators.

One or more braking mechanisms of vehicle 100 may be controllable bycontrol system 124 to cause slowing of the vehicle along its directionor path of travel.

In some examples, vehicle 100 is directed by control system 124 totravel over a transportation network from a first location to a secondlocation. Instructions regarding the second location and/or path(s)between the first and second locations may be stored in a memory of thevehicle control system, received by the vehicle control system fromanother source (e.g., a remote control), determined by the vehiclecontrol system, and/or derived in any other suitable way. In someexamples, such instructions are relayed to the vehicle from anotherlocation during the course of travel from the first location to thesecond location. In some examples, vehicle controller receives GPSinformation (e.g., from an onboard GPS receiver, or indirectly fromanother source) for use in charting the course of travel from the firstlocation to the second location. In some examples, the vehicle controlsystem determines and/or adapts the course of travel based on readingsfrom an onboard camera, LIDAR system, computer-vision system, proximitysensor, and/or the like.

In some examples, a course of travel between the first and secondlocation is determined in advance (i.e., before the vehicle begins totravel), and may optionally be updated during travel (e.g., forcollision avoidance). In some examples, the course of travel isdetermined as the vehicle travels, such that at any given time, thevehicle control system only knows a small portion of the travel path itwill imminently take.

Based on the instructions, control system 124 sends appropriate commandsto the motor, tilt actuator, and/or steer actuator to control the speedand direction of travel of the vehicle. Depending on the mode in whichthe vehicle is operating, the tilt actuator and steer actuator do notnecessarily each receive instructions. For example, in a free-to-castermode, the steering actuator is not used. In a free-leaning mode, thetilt actuator is not used.

Processing logic 126 receives input signals from one or more of sensors128 that indicating lateral accelerations and/or centrifugal forcesexerted on the vehicle (e.g., during turns). In response, the processinglogic sends appropriate commands to the one or more tilt actuators 116to pivot and/or tilt chassis 102 of the vehicle relative to the travelsurface and/or appropriate reference line or plane into a turn so as tocompensate for such lateral accelerations and/or centrifugal forces.

In some examples, a PID loop of the control system is configured toautomatically modulate a speed of the vehicle to attain desired turnradii. For example, if a tighter turn is needed, the vehicle may slowautomatically, rather than steering or tilting, thereby reducing theturn radius.

B. Illustrative Tilt and Steering Linkages

As shown in FIGS. 2-7, and FIGS. 39-42, this section describesillustrative tilt linkages and steering linkages systems suitable foruse with vehicle 100, each of which is an example of tilt linkage 114and/or steering linkage 120, described above.

FIGS. 2-5 depict selected versions of suitable mechanical tilt linkages.In some examples, the tilt linkage may include a simple four-barparallelogram linkage. Other suitable mechanical linkages are describedbelow. FIG. 2 depicts an illustrative four-bar mechanical tilt linkage140 coupled to a chassis 142 of a three-wheeled vehicle substantiallysimilar to vehicle 100. Linkage 140 includes an upper bar 144 and alower bar 146, each coupled at outboard ends to a left kingpin 148 and aright kingpin 150. As used herein, the term kingpin refers generally tothe component(s) comprising the main pivot for steering each wheel. Asdepicted in FIG. 2, each of kingpins 148 and 150 includes an axle 152,154 for rotational attachment of the respective wheels. The upper bar,lower bar, and kingpins may each be referred to as a “link” in the fourbar linkage.

In this example, upper bar 144 is divided into two portions, 144A and144B, which pivot at a common pivot joint 156. Lower bar 146 is a singlepiece, and is coupled to the tilt actuator at a central pivot joint 158.Rotary pivot 156 in the middle of the upper link facilitates the use ofa rotary bearing at the attachment location between the top of thelinkage and tilting chassis 142. In the case of a single rigid link, alinear bearing or some amount of free-play may be used, to compensatefor the condition wherein the kingpins are not perfectly parallel, butmay have some “tilt Ackermann” (i.e., Ackermann steering geometry) toallow unequal tilting angles for the front wheels.

FIG. 3 depicts another illustrative four-bar mechanical tilt linkage170, coupled to a chassis 172 of a three-wheeled vehicle substantiallysimilar to vehicle 100. Linkage 170 includes a pair of upper bars 174Aand 174B, and a lower bar 176, each coupled at outboard ends to a leftkingpin 178 and a right kingpin 180. As depicted in FIG. 3, each ofkingpins 178 and 180 includes an axle 182, 184 for rotational attachmentof the respective wheels. The upper bars, lower bar, and kingpins mayeach be referred to as a “link” in the mechanical linkage.

In this example, upper bars 174A and 174B are separated or spaced fromeach other, such that each upper bar has a unique pivot joint 186A,186B. Lower bar 176 is a single piece, and is coupled to the tiltactuator at a central pivot joint 188. Rotary pivots 186A and 186B atthe middle ends of the upper links again facilitates tilted ordifferently-tilting kingpins. The kingpins may be referred to in someexamples as “steering knuckles,” as they include connection points forvarious components of the steering system.

FIG. 4 depicts an illustrative A-arm mechanical tilt linkage 200 coupledto a chassis 202 of a three-wheeled vehicle substantially similar tovehicle 100. Linkage 200 includes an upper bar 204 divided into twoportions 204A and 204B, and a pair of lower bars 206A and 206B, eachcoupled at an outboard end to a left kingpin 208 and a right kingpin210. As depicted in FIG. 4, each of kingpins 208 and 210 includes anaxle 212, 214 for rotational attachment of the respective wheels.

In this example, upper bar 204 is divided into portions 204A and 204B,which pivot at a common pivot joint 216. Lower bars 206A and 206B arecoupled at inboard ends to a central pivot joint 218. An actuator arm220 extends upward from the pivot joint, and is rotated by the tiltactuator. The actuator arm may be referred to as a rocker. Each of thelower bars is coupled to a distal end of the actuator arm by arespective shock absorber or gas spring 222, 224. Upper portions 204Aand 204B, and/or lower portions 206A and 206B may each comprise an A-armor wishbone-shaped arm, with the apex of the arm on the outboard end.See FIGS. 13-14.

FIG. 5 depicts another illustrative A-arm mechanical tilt linkage 230coupled to a chassis 232 of a three-wheeled vehicle substantiallysimilar to vehicle 100. Linkage 230 includes a pair of upper bars 234Aand 234B, and a pair of lower bars 236A and 236B, each coupled at anoutboard end to a left kingpin 238 and a right kingpin 240. As depictedin FIG. 5, each of kingpins 238 and 240 includes an axle 242, 244 forrotational attachment of the respective wheels.

In this example, inboard ends of upper bars 234A and 234B pivot atunique pivot joints 246 and 248. Lower bars 236A and 236B are coupled atinboard ends to unique pivot joints 250 and 252 on an actuator plate254. Plate 254 extends upward from the pivot joints and is rotated bythe tilt actuator. The actuator plate may be referred to as a rocker.Each of the lower bars is coupled to a distal end of the actuator plateby a respective shock absorber or gas spring 256, 258. Upper portions234A and 234B, and/or lower portions 236A and 236B may each comprise anA-arm or wishbone-shaped arm, with the apex of the arm on the outboardend. See FIGS. 15-16.

In some examples, the suspension system for the tilt linkage may includea leading link swingarm configuration, situated between the steeringkingpin and the wheel. This results in an acceptable suspensionsolution. However, the trail dimension and scrub radius change slightlywhen the suspension is compressed between the kingpin and the wheel.

FIGS. 39-42 depict an illustrative four-bar tilt linkage 700, which isan example of linkage 114 and a variation on linkage 170. Linkage 700 iscoupled to a chassis 702 of a three-wheeled vehicle substantiallysimilar to vehicle 100. Linkage 700 includes a pair of upper bars 704Aand 704B and a lower bar 708.

As shown in FIGS. 39-40, which are partial front views of the vehiclecomprising linkage 700, upper bars 704A and 704B are separated from eachother (e.g., spaced apart from each other), such that each upper bar hasa unique pivot joint 714A, 714B at a respective inboard end. Lower bar708, which is a single piece, is coupled to the tilt actuator at acentral pivot joint 716 and is coupled at outboard ends to left andright kingpins 718, 720 by respective pivot joints 722A, 722B. In thisexample, kingpins 718 and 720 each include an L-shaped structural barcoupled to a kingpin, wherein the kingpin facilitates steering motion ofthe associated wheel. Each of kingpins 718, 720 includes a respectiveaxle 724, 726 for rotational attachment of the respective front wheels.Having rotational joints 714A, 714B at the inboard ends of the upperlinks facilitates tilted or differently tilting kingpins. The kingpinsmay be referred to in some examples as “steering knuckles,” as theyinclude connection points for various components of the steering system.

Upper bar 704A is coupled at an outboard end to left kingpin 718 by arevolute joint 728A. Upper bar 704B is coupled at an outboard end toright kingpin 720 by a revolute joint 728B. Each of upper bars 704A,704B have the same (e.g., identical or nearly identical) lengths Lextending between respective outboard joints 728A, 728B and respectiveinboard joints 714A, 714B.

With respect to lower bar 708, the length between central pivot joint716 and outboard pivot joint 722A is also the same as (e.g., identicalto or nearly identical to) L, as is the length between the central pivotjoint and outboard pivot joint 722B. In other words, a distance betweenthe pivots of each of the two sections of the top bar is substantiallyequal to the distance between the central pivot and each outboard pivotof the single lower bar. To accommodate the lower bar having the samelength between pivots as the split upper bars, structural supports ofkingpins 718 and 720 include an “L” shaped extension, protruding inwardto join with the outboard end of the lower bar. This arrangement enablesthe tilt angle of the wheels and the tilt angle of the chassis to remainparallel through all positions, e.g., the wheels and the chassis tilttogether (see FIG. 40).

Inboard pivot joints 714A, 714B of upper bars 704A, 704B are disposedoutboard relative to central pivot joint 716 of lower bar 708 (e.g.,outboard of a median plane of the chassis). Because the distance betweenthe pivot joints of each upper bar is substantially equal to thedistance between the central joint and the outboard joints of the lowerbar, this means that outboard pivot joints 728A, 728B of the upper barsare disposed outboard relative to outboard joints 722A, 722B of thelower bar. Kingpins 718, 720 may each have any form suitable forenabling this arrangement. Accordingly, as described above, kingpins718, 720 have mirrored “L” shapes.

Linkage 700, having a distinct inboard pivot point for each segment ofthe split top bar, solves a known problem for vehicle linkages whereinan optimal and/or desirable location for the steering shaft may be insubstantially the same location as an optimal and/or desirable locationfor the central pivot point of the top bar. With the inboard pivotpoints of the upper bars of linkage 700 disposed outboard of the centralchassis plane, the inboard pivot points may avoid collision and/orinterference with the steering shaft, simplifying vehicle design.

In contrast, in vehicles including a four-bar linkage comprising asingle top bar, or a split top bar sharing one central pivot point,issues may arise relating to interference between the locations of thesteering shaft and the central pivot point of the linkage. A possiblesolution to this problem is to move the steering pivot fore or aftand/or to move the central linkage pivot point fore or aft. However,this typically requires a more complex linkage design, jogging aroundthe steering shaft and out to the steered wheels, which should be in thesame plane as the steering shaft. It also requires extra supports (e.g.,brackets) to connect the chassis to the wing and the top linkage to thechassis. This may create many complexities for the fabrication and/orassembly of the vehicle. Accordingly, linkage 700 represents asimplified, clean design, allowing reduced cost in fabrication,assembly, and maintenance.

FIGS. 41-42 depict a vehicle having an illustrative steering connectionassembly 750. This steering column is suitable for use with linkage 700,but may alternatively be used in a vehicle having a different tiltinglinkage. Linkage 700 may be used in a vehicle having assembly 750 asdepicted in FIGS. 41-42, or in a different vehicle.

As shown in FIG. 41, assembly 750 includes a single beam 752 extendingdown a front portion of the vehicle. Beam 752, which is depicted assemi-transparent in FIG. 41, extends from handlebars of the vehicle (seeFIG. 40) to central pivot 716 of lower bar 708 of the four-bar linkage.This beam can be a fabricated assembly or a custom extrusion containingthe main structural beam and a section for the steering shaft, which isnot structural.

Lower bar 708 includes an opening 754 configured to accommodate a bottomportion of beam 752. Within opening 754, beam 752 is coupled to lowerbar 708 at central pivot 716. This arrangement allows tilting and mayhelp to secure the vehicle against racking laterally (e.g., similar to abicycle headset turned sideways).

As shown in FIGS. 41-42, beam 752 has a gap 758 near a bottom portion ofthe beam configured to allow steering arm 762 (e.g., a steering link) toemerge from a rear side of the beam and connect to tie rod 766. Belowthe gap, beam 752 is connected to lower bar 708 of the four-bar linkage.With this arrangement, the linkage system may be comparable in at leastsome respects to a pair of four-bar linkages, each disposed on arespective side of the steering shaft (i.e., fore and aft of thesteering shaft), sharing a single lower pivot point on the lower bar. Inthe depicted example, a single tie rod is coupled to the steering armand to each of the front wheels. In other examples, however, anysuitable tie rod(s), steering arm(s), and/or other steering linkage(s)may be used in conjunction with structural beam 752.

Turning now to the steering linkages of FIGS. 6 and 7, one example isdescribed where the steering actuator is vertical and one where thesteering actuator is horizontal. Other suitable steering linkages andactuators may be utilized. FIG. 6 depicts an illustrative steeringlinkage 300 suitable for use in tilting vehicles of the presentdisclosure, wherein the steering actuator is mounted in a verticalorientation. In other words, the axis of rotation of the actuator issubstantially vertical or upright, and/or orthogonal to a centerline ofthe chassis.

Steering linkage 300 is an example of steering linkage 120. In thisexample, a steering actuator 302 is mounted vertically on a front end ofa chassis 304. A steering crank 306 is rotated by the actuator, and apair of tie rods 308A and 308B are coupled to the respective connectingrods of the steering crank at a respective pivot joints 310A and 310B.Outboard ends of tie rod 308A and tie rod 308B are coupled to respectivesteering knuckles 312 of front wheels 314 and 316. A tilt linkage 318 iscoupled to the front wheels, and is depicted as a four bar linkage, butmay include any suitable tilt linkage described herein.

FIG. 7 depicts another illustrative steering linkage 400 suitable foruse in tilting vehicles of the present disclosure, wherein the steeringactuator is mounted in a horizontal orientation. In other words, theaxis of rotation of the actuator is substantially horizontal and/orparallel to a centerline of the chassis.

Steering linkage 400 is an example of steering linkage 120. In thisexample, a steering actuator 402 is mounted horizontally on a front endof a chassis 404. A steering crank 406 is rotated by the actuator, and asingle tie rod 408A is coupled to the steering crank at a single pivotjoint 410. An outboard end of tie rod 408A is coupled to a steeringknuckle 412 of one front wheel 414. A second tie rod 408B is coupled toan opposite side of the same kingpin, and coupled at another end to asecond steering knuckle 416 of another front wheel 418. Accordingly,rotation of the steering actuator rotates the steering crank, whichtransmits motion to one front wheel via a first tie rod and a firststeering knuckle. The opposite front wheel is rotated in unison by wayof a second tie rod connecting the first steering knuckle to the secondsteering knuckle of the second wheel. In this example, the two tie rodsare on opposite sides of the kingpins. In other words, one of the tierods is disposed in front of the kingpins and the other is disposedbehind the kingpins. A tilt linkage 420 is coupled to the front wheels,and depicted as a four bar linkage, but may include any suitable tiltlinkage described herein.

C. Illustrative Transforming Vehicle

As shown in FIGS. 8-13, this section describes an illustrative tiltingvehicle 500 that is an example of vehicle 100 described generally above,and which is configured to be mechanically transformed or convertedbetween a first mode and a second mode of operation (also referred to asconfigurations or stages).

The first mode includes operating vehicle 500 as a manned and tiltingvehicle, controlled entirely or in part by the operator (see FIG. 8). Inthis configuration, the vehicle may be ridden either like a two-wheeler,through forward motion and balancing/counter-steering, or like a SwayLithium three-wheeled vehicle, with foot activation of tilt, or someother mechanism, e.g., a steering wheel. In some examples, steering ishandled manually or with a powered assist feature, while a correspondingtilt of the vehicle is controlled automatically.

The second mode includes autonomously operating vehicle 500, e.g., in atilt-locked and fly-by-wire manner, for the purposes of hailing,ride-sharing, delivery, parking, accessing re-charging stations andgeneral tasking and fleet management (see FIG. 11). Tilt-locking thevehicle facilitates low-speed operation by effectively disabling thetilt features of the vehicle while leaving steering features enabled.

Vehicle 500 includes a chassis 502 coupled to a pair of front wheels 504and a single rear wheel 506. Front wheels 504 are attached to thechassis by a four-bar tilt linkage 508, although any of the tiltlinkages described herein may be utilized. Front wheels 504 aresteerable using a handlebar 510, which is assisted or in some casesfunctionally replaced by a power steering system (see below). A rider isfurther accommodated on vehicle 500 by a seat 512 and a pair of footpegs 514. An optional cargo compartment 516 may be mounted to a frontend of the vehicle. Vehicle 500 may include a suspension system 518,partially shown in FIGS. 8 and 9. FIG. 8 is an isometric view of vehicle500 in an untilted state, and FIG. 9 depicts the vehicle in a tiltedstate.

A steering actuator 520 (also referred to as a power steering unit) islocated in-line with a main steering shaft 522 coupled to handlebar 510.Actuator 520 is affixed to central tilting chassis 502, and in thisexample includes a motor and a right-angle gearbox. Steering actuator520 drives a steering crank 523 (see, e.g., FIG. 9), which operatesgenerally as described above with respect to FIGS. 6 and 7. Steering tierods and other already-described portions of the steering system areomitted from FIGS. 8-11 for simplicity.

In some embodiments of the manual operating mode, the power steeringunit is inactive, but may be back-driven by rider input from thehandlebars. In other words, the motor and gearbox may be freelyrotatable using the handlebars. In autonomous mode, the power steeringunit actively steers the vehicle in response to a navigation controller,using an onboard controller and array of sensors to follow a commandedpath.

As depicted in FIGS. 10 and 11, handlebar 510 includes an elongatehandlebar stem assembly 524, which includes steering shaft 522 and arigid housing 526. Stem assembly 524 is pivotably coupled to chassis502, and includes a pin-and-slot locking device 528 configured tomechanically lock stem assembly 524 in a selected one of two or morepredetermined orientations. Slots of the locking device are configuredto receive a locking pin 530 of the stem assembly. The handlebars (i.e.,handlebar 510 and stem assembly 524) are pivotable about a generallyhorizontal axis orthogonal to the direction of travel (also referred toas a pitch axis). The position of locking pin 530 may be determined by alocking pin position sensor 532.

Changing between the two modes of operation may be achieved manually,semi-automatically, or automatically, by mechanically transforming thevehicle physically from a tilting three-wheeled configuration into anon-tilting three-wheeled configuration. In the non-tilting secondconfiguration, the vehicle may be autonomous, remotely controlled, orfly-by-wire (e.g., autonomous or semi-autonomous).

In the present embodiment, this transformation is achieved by foldingthe handlebars rearward toward the seat, and down. This motion preventsan operator from being able to mount the vehicle, and also actuates amechanical linkage 534 disposed between stem assembly 524 and tiltingchassis 502. Linkage 534 is configured to secure a tilt-lock feature 536of the vehicle. In some examples, sensor 532 (and/or another positionsensor) then indicates that the machine is upright and tilt-locked,ready for autonomous mode.

The overall transformation mechanism may be biased to the unlockedconfiguration, e.g., lightly sprung, with a latch that releases when thecustomer gets within range or triggers a button on the app. Thisfacilitates a mode in which the vehicle rolls up to the customer andautomatically transforms to a rideable configuration without anyphysical input from the customer.

The transformation from manned configuration to autonomous mode mayinclude any suitable mechanical transformation mechanism, such asfolding the seat forward or backward, or such as transforming the frameor chassis to reduce the wheel base, increase track width, or otherwiseimprove stability or performance in tilt-locked autonomous mode.

In some examples, when the vehicle arrives at the customer, the customermay activate a mode through an associated software application (e.g., asmartphone app) to unlock the machine automatically, e.g., via a springrelease or servo motor or other automatic electromechanical mode ofactuation. In some examples the user may instead transform the vehiclemanually, e.g., by lifting the handlebars, releasing a latch, orotherwise interacting with the machine mechanically. In some example, acombination of automatic and manual actions may be taken.

In the example of linkage 534 shown in FIGS. 12-13, a universal joint(i.e., U-joint) 538 is disposed in the handlebar shaft, and a collarhousing is disposed around the shaft. This joint allows for hingingmotion when transforming between modes, and facilitates the bars turningto steer when needed. In some examples, the steering shaft isdisconnected from the power steering unit to eliminate handlebararticulation in autonomous mode.

With continuing reference to FIGS. 12 and 13, linkage 534 comprises acam-over mechanism, configured to move tilt-lock bar 536 into place andsecure the transformation between modes. Specifically, linkage 534includes a front pivot joint 540 coupling housing 526 to a side link542, and a rear pivot joint 544 coupling link 542 to tilt-lock bar 536.Front pivot joint 540 is spaced apart from U-joint 538, such thatpivoting of the handlebar assembly at U-joint 538 automatically urgesthe tilt-lock bar forward or backward, as depicted in FIGS. 12 and 13.An identical link and joints may be coupled to the opposite side of thehousing and tilt-lock bar. When the tilt-lock bar is pivoted forward, itblocks the chassis from tilting. When the tilt-lock bar is pivotedrearward, it does not affect tilting of the chassis. One or more othersuitable methods could be used to secure the transformation, including asecondary latch, servo motor, solenoid, or other physical geometricsolution. Alternative and/or additional tilt-locking mechanisms aredescribed further below, with respect to Section D.

D. Illustrative Tilt-Lock Devices

FIGS. 14-24 depict illustrative tilt-lock systems, i.e., systemsconfigured to selectively prevent an autonomous tilting vehicle fromtilting, and/or to selectively limit the range of angles over which thevehicle is able to tilt. A tilt-lock system may be convenient fortemporarily locking the vehicle in an upright position. The vehicle canbe tilt-locked while stationary and/or while in motion. For example, avehicle may be configured to operate autonomously while tilt-locked,which may include automatic actuation of a steering device to steer thevehicle. Autonomous tilt-locked operation may be suitable for vehiclehailing, fleet management, cargo loading, and/or any other suitablepurpose. As another example, the vehicle may be tilt-locked whilestationary and/or powered down (e.g., for storage, transport, parking,etc.).

Together with a parking brake, kick stand, and/or other suitable device,a tilt-lock device may form part of a vehicle parking system configuredto retain the vehicle in an upright position when parked, such that thevehicle does not tilt, tip, or roll away when parked. Additional aspectsof a parking system are described in the next section. In some examples,however, a vehicle includes a tilt-lock device and no other aspects of aparking system.

In some cases, a tilt-lock device is configured to be activatedelectronically, and possibly autonomously by the vehicle (e.g., by aservo motor and/or other suitable actuator). In some examples, atilt-lock device and a parking brake are actuated electronically by aservo motor or other suitable actuator configured to drive the tilt lockmechanism into place and to engage a cable to activate the parking brake(e.g., simultaneously or nearly simultaneously).

Alternatively, or additionally, a tilt-lock device may be configured tobe actuated manually or semi-automatically by a user. In some examples,a manually actuatable tilt-lock device can be tilt-locked even when thevehicle power supply is shut off, removed, or depleted.

In general, tilt-lock devices described in this section may be used inconjunction with a transforming tiltable vehicle, such as vehicles 100and 500 described above, or with a non-transforming tiltable vehicle. Inexamples wherein these tilt-lock devices are used on a transformingtiltable vehicle, they may or may not be independent of the componentsenabling the vehicle to transform.

FIGS. 14-15 depict an illustrative tilt-lock device 650 comprising abracket 652 disposed underneath the vehicle chassis and pivotablycoupled to the chassis. A frame 654 projects rearward from a portion ofthe tilt linkage (here, from the bottom bar of a four-bar tilt linkage).Frame 654 has a first portion 656 and a second portion 658. Bracket 652is transitionable between a first position, in which the bracket ispositioned adjacent first portion 656, and a second position, in whichthe bracket is positioned adjacent second portion 658. First portion 656comprises a bar extending in a lateral direction. When bracket 652 is inthe first position, a bottom bar of the bracket is aligned with firstportion 656 and is prevented by the first portion from tilting.Accordingly, the first position is a locked position. Second portion 658has a much smaller lateral extent than bracket 652, such that when thebracket is in the second position, the bracket is not inhibited fromtilting. Accordingly, the second position is an unlocked position.

In the example depicted in FIGS. 14-15, the hinged bracket isselectively engageable using a lever 664 configured to be operatedmanually by a user. Alternatively or additionally, the bracket may beactuatable by a servo motor that is activated e.g., by a push button, orby a command from the vehicle control system without user intervention.FIG. 16 depicts an example wherein a tilt-lock device comprising ahinged bracket 668 is operatively coupled to a servo motor 672configured to actuate the bracket. Servo motor 672 may also be used inconjunction with a parking brake as described below.

FIGS. 17-18 depict an illustrative tilt-lock device 1400 comprising twoV-shaped plates (e.g., lengths of angle iron). An inner plate 1404 isrigidly coupled to a lower bar of the vehicle's tilting linkage. Innerplate 1404 is elongate with a V-shaped cross-section and extends upwardfrom a central portion of the linkage bar.

An outer plate 1408, which is also V-shaped, is pivotably coupled to thevehicle chassis. Outer plate 1408 is configured to pivot between a firstposition wherein inner plate 1404 nests within the outer plate (see FIG.18), and a second position wherein the outer plate is spaced from theinner plate (see FIG. 17). In the first position, outer plate 1408retains inner plate 1404, such that the inner plate is prevented frommoving laterally relative to the outer plate. In this manner, when outerplate 1408 is in the first position, the outer plate prevents thevehicle chassis from tilting relative to the lower linkage bar.Accordingly, the vehicle is tilt-locked when outer plate 1408 is in thefirst position. When outer plate 1404 is in the second position, innerplate 1404 is free to move laterally relative to the outer plate,allowing the vehicle chassis to tilt.

Depending on the size and shape of the inner and outer plates, and thesize of any gap between the plates in the locked position, tilt-lockdevice 1400 may completely prevent the vehicle from tilting, or maylimit the range of tilt to a small angular span. In some examples, theposition of the outer plate may be selected (e.g., by a user or by acontroller of the vehicle) to allow a desired range of tilt, includingno tilt.

FIGS. 19-20 depict another illustrative tilt-lock device 1420 comprisinga U-shaped bracket 1424 pivotably mounted to a lower bar of thevehicle's tilt linkage. Bracket 1424 has two arms 1428 dimensioned suchthat, when bracket 1424 is in a locked position, ends of the arms engagea top portion of the tilt linkage in a manner that prevents the chassisfrom tilting. In the example depicted in FIG. 19, when bracket 1424 isin the tilt-locked position, ends of arms 1428 are jammed underneathrespective bars of a split top-bar of a four-bar tilt linkage. Thisprevents the chassis from tilting by preventing either portion of thesplit top bar from moving downward. However, in general bracket 1424 maybe used in conjunction with any suitable tilt linkage.

FIG. 20 depicts bracket 1424 pivoted away from the top portion of thetilt linkage (e.g., away from the vehicle chassis, in a forwarddirection). In this position, bracket 1424 is spaced from the topportion of the linkage, such that arms 1428 do not prevent the topportion of the linkage from moving. Accordingly, the vehicle is unlocked(i.e., free to tilt).

In the depicted example, arms 1428 are rigidly coupled together andtherefore pivot together when bracket 1424 is pivoted. In otherexamples, the arms of the bracket may be configured to pivotindependently.

FIG. 21 depicts yet another illustrative tilt-lock device 1430.Tilt-lock device 1430 comprises a knurled caliper 1432 configured tomate with a knurled disc 1434. Disc 1434 comprises a partial circleconcentrically disposed around the pivoting axis of the chassis. Caliper1432 is fixed to the tilting chassis (depicted in FIG. 21 as partiallytransparent), and is positioned such that when the chassis tilts, thecaliper is moved along disc 1434. A locking actuator 1436 is configuredto selectively clamp caliper 1432 against disc 1434, thereby preventingthe caliper from moving relative to the disc and thus tilt-locking thevehicle. When locking actuator 1436 unlocks caliper 1432 from disc 1434(e.g., by moving the caliper away from the disc such that thecomplementary knurled surfaces of the caliper and disc are disengaged),it becomes possible for the chassis to tilt.

Tilt-lock device 1430 may be configured to tilt-lock the vehicle at anyorientation along disc 1434, or at a subset of angles along the disc.That is, the vehicle chassis may be lockable in an upright position orin a tilted position at a selected tilt angle. This may, e.g., allow thevehicle to be stored or a transported in a locked tilted position.

FIGS. 22-24 depict yet another illustrative tilt-lock device 1440comprising a pin 1442 attached to a top bar of the tilt linkage and aslotted disc 1444 attached to a bottom bar of the tilt linkage. Pin 1442is selectively transitionable between a locked position wherein the pinis received in the slot of disc 1444, and an unlocked position whereinthe pin is spaced from the slot. When the pin is disposed within theslot of the disc, the vehicle chassis is prevented from tilting.

In the depicted example, pin 1442 in the locked position extendsdownward from the top linkage bar far enough to be received in the slot,and in the unlocked position is retracted away from the bottom bar farenough to avoid the slot. Pin 1442 may be moved between the locked andunlocked positions by a linear actuator, manually by a user, and/or byany other suitable mechanism.

In the depicted example, the disc includes only a single slot disposedover a central portion of the bottom linkage bar. Accordingly, thevehicle is lockable when the pin is disposed over the central portion ofthe bottom bar, which in this case corresponds to the chassis being inan upright, untilted position. However, in other examples, the disc mayadditionally or alternatively include slots positioned laterallyoutboard of center, and/or one or more locking pins may be positionedoutboard of center, enabling the vehicle to be locked in a tiltedposition. In some examples, the pin is fixed to the tilting vehiclechassis rather than to the tilt linkage.

In some examples, an autonomous tilting vehicle can be tilt-lockedsimply by locking the tilt motor (that is, the motor configured to tiltthe vehicle) in a selected position. For example, the tilt motor can beconfigured to be locked in a position that keeps the vehicle chassisupright when the tilt motor is powered down. Tilt-locking the motor inthis manner can allow the vehicle to be restrained against unwanted tiltwithout the inclusion of dedicated tilt-lock mechanisms, such as thosedescribed above. In examples of vehicles that do include dedicatedtilt-lock mechanisms, the motor can also be tilt-lockable (e.g., forredundancy). In some examples, the tilt actuator may comprise a motorconfigured to have maximum torque when the motor is off. In other words,a motor with low or no back-drive capability may function as a primaryor supplementary tilt locking device.

E. Illustrative Parking Devices

As shown in FIGS. 25-26, this section describes illustrative parkingsystems configured to fix a tilting vehicle in a stable position whennot in use (e.g., when not being ridden by a user). For example, theparking system may include a tilt-lock device, including one or more ofthe example tilt-lock devices described above, configured to lock avehicle in an upright position. Additionally, or alternatively, aparking system may include parking brake(s) configured to brake one ormore wheels, kickstand(s) configured to prevent the vehicle from fallingover, and/or any other suitable device(s). Vehicle parking devices maybe included on a transforming vehicle, such as vehicle 500 describedabove, and/or on any other suitable vehicle, including non-transformingtilting vehicles.

A parking system of the vehicle may be actuatable mechanically and/orelectronically. In some examples, the parking system may be selectivelyenabled or disabled via a smartphone app (e.g., by an owner of thevehicle, by a user of a vehicle-share service including the vehicle, andso on). For example, a parking brake or tilt-lock device may beconfigured to engage in response to a communication from the smartphoneapp indicating that a user has discontinued use of the vehicle. Asanother example, the parking system may be configured to selectivelydisable a tilt-lock or other device in response to a communication fromthe smartphone app indicating that a user wishes to begin using thevehicle (e.g., has paid for use of the vehicle). In some examples, theparking system is additionally or alternatively selectively enabled ordisabled using a computer of the vehicle and/or of a docking stationassociated with the vehicle. Alternatively, or additionally, componentsof the parking system may be actuatable manually by the user.

FIGS. 25-26 are partial isometric views depicting vehicles havingillustrative parking brake systems. In the example depicted in FIG. 25,a front parking brake 1502 is coupled to a front wheel of a tiltingvehicle. Additional parking brakes are optionally coupled to the otherfront wheel and to a rear wheel of the vehicle (not shown). Brake 1502is coupled by a brake cable 1506 to an actuator 1510, which is coupledto bracket 652 of the vehicle tilt-lock system. Accordingly, actuator1510 is configured to engage the parking brake when the tilt-lock systemis engaged (i.e., when the bracket is pivoted into the locked position,as shown in FIG. 25). For example, actuating the tilt-lock bracket usinglever 664 may also engage the parking brake. Other parking brakes of thesystem (e.g., a rear brake and/or a second front wheel brake) can becoupled to actuator 1510 and/or to another actuator. In some examples,the tilt-lock bracket is selectively decouplable from the parking brakesystem, so that the vehicle may be tilt-locked without engaging any ofthe parking brakes. This allows the vehicle to be propelled (e.g.,autonomously) while tilt-locked.

In the example depicted in FIG. 26, a front parking brake 1522 and arear parking brake 1526 are each coupled by respective brake cables1528, 1530 to an actuator 1534, which is coupled to a kickstand 1540.Kickstand 1540 is transitionable between a first position 1542, whereinthe kickstand is oriented along the vehicle chassis and away from theground, and a second position 1544 wherein the kickstand is orientedaway from the chassis toward the ground, such that it helps to supportthe vehicle in an upright position. Actuator 1534 is configured toengage brakes 1522 and 1526 when the kickstand is engaged (i.e., insecond position 1544). A second front-wheel brake may also be coupled toactuator 1534 in this manner.

The parking brakes described above may each comprise any suitable devicefor braking the wheels, such as drum brake(s), disc brake(s), and/or anyother device suitable for at least partially preventing the wheels fromrotating, and/or otherwise locking the wheels.

A vehicle can include a parking brake system that is not coupled to atilt-lock device, kickstand, or any other vehicle component. In otherwords, the parking brake(s) may be actuatable by a dedicated actuator,which may be actuatable mechanically and/or electronically.

In some examples, a servo and/or electronically controlled latch isconfigured to prevent the tilt lock and/or parking brake from beingreleased until release is authorized by a communication from an app ofthe vehicle-sharing system, from the vehicle computer, and/or fromanother suitable source. In this manner, the latch prevents operation ofthe vehicle by unauthorized riders and also secures the vehicle in aparked mode. This can help prevent the vehicles from tipping over and/ormoving away from the parking location, which may be especially helpfulin a vehicle-sharing system wherein users can leave the vehicle in anarbitrary location after use.

F. Illustrative Vehicle Features

As shown in FIGS. 27-33, this section describes illustrative features ofexample tilting vehicles.

FIG. 27 is a side view of an illustrative vehicle having an externalbattery module 1602 disposed on an outer portion of the vehicle chassis,and a pair of internal battery modules 1606 disposed within portions ofthe vehicle chassis. A vehicle having external battery module 1602 maycomprise an Extended Range (“XR”) version of the vehicle. The externalmodule provides a visual cue of the extended range capacity of thevehicle. Although the vehicle depicted in FIG. 27 has both internal andexternal battery modules, some vehicles have only external modules, andsome vehicle have only internal modules. An external or internal modulemay be disposed in any suitable location on the vehicle (e.g., where themodule can provide power to suitable portions of the vehicle withoutinterfering with vehicle operation).

FIG. 28 is an isometric view of a vehicle having a plurality ofinductive charging coils 1612 configured to facilitate wireless chargingof the vehicle battery (e.g., external module 1602 and/or any othersuitable battery). For example, a docking station of the vehicle mayinclude a wireless charging pad enabling the vehicle to charge whiledocked. In some examples, the vehicle may be configured to autonomouslydrive itself to the charging pad (e.g., from a location where a user hasleft the vehicle). A location configured to charge the vehicle via coils1612 may comprise an autonomous recharging zone and/or a hot-spotrecharging station. Wireless charging can allow the vehicle to rechargein a partly or fully autonomous manner, without requiring humanintervention to swap batteries or connect/disconnect a charging plug.

The vehicle depicted in FIG. 28 further includes an onboard computer1616 configured to enable and/or support various aspects of thevehicle's functionality. Computer 1616 is configured to be operated by auser of the vehicle (e.g., someone riding and/or maintaining thevehicle, or any other suitable person). For example, computer 1616 maybe configured to allow users of a vehicle-share service to rent thevehicle, map a route, communicate with the service, and/or perform anyother suitable function. Alternatively, or additionally, computer 1616may facilitate fleet-management functions. In general, computer 1616 isconfigured to accept user input (e.g., via a keyboard, buttons,touch-sensitive displays, switches, voice commands, etc.) The computermay additionally or alternatively include device(s) configured to outputinformation to a user, such as a visual display, one or more LEDs,and/or any other suitable device. In some examples, the computer maycontrol and/or receive input from one or more sensors of the vehicle.Computer 1616 may or may not comprise part of the same data processingsystem as the electronic vehicle control system.

In the depicted example, computer 1616 is mounted behind the rider'sseat (e.g., in a fender assembly). Alternatively, or additionally, thecomputer may be disposed on the vehicle chassis (e.g., between therider's legs), in a dashboard of the vehicle, and/or in any othersuitable location.

FIG. 29 depicts an example vehicle including a crank-driven chain drive1630. Pedals 1634 coupled to the chain drive allow a user to pedal thevehicle (e.g., like a bicycle) for manual operation. This providesadditional flexibility for deployment in different municipalities andregulatory categories. For example, pedals may be used when a powersource of the vehicle is low, when a rider wishes to preserve batterycharge, in a location in which powered vehicle operation is forbidden orundesirable (e.g., a pedestrian pathway), and so on.

FIG. 30 depicts an example vehicle including a pair of footpads 1640coupled to a tilting linkage of the vehicle (in this example, to abottom bar of a four-bar tilting linkage). The footpads help the user totilt the vehicle chassis (e.g., enabling direct foot activation oftilt).

FIG. 31 depicts an example vehicle having a basket 1650 coupled to afront end of the chassis. In general a basket may be affixed to anysuitable portion of the vehicle. Basket 1650 has a selectively lockablelid 1652 for secure and/or weatherproof transport and/or storage. Thismay facilitate the vehicle being tasked in autonomous mode as a deliverydrone. For example, the lid may be secured automatically or through acode at the beginning of the journey, and may subsequently be openedthrough a code punched in by recipient at the termination of the trip.

Alternatively, or additionally, the basket may provide storage space fora rider of the vehicle. In some examples, the basket stores a helmet(e.g., a helmet provided by the vehicle-sharing system or by the user,etc.). A basket configured to contain a helmet may be provided inlocations where a rider of the vehicle is required (e.g., by law) towear a helmet, and/or in any other suitable locations. The basket may beconfigured to remain locked until the user pays for use of the vehicleand/or for use of the basket.

FIGS. 32-33 depict an illustrative windscreen 1660 attached tohandlebars of a vehicle configured to transform between autonomous andmanned modes by folding back the steering column. The windscreen isconfigured to cover the seat of the vehicle when the steering column isfolded back (i.e., when the vehicle is in the tilt-locked, autonomousmode), which prevents riders from sitting on the seat during autonomousoperation. A windscreen may be included on a vehicle not configured totransform between autonomous and manned modes, or configured totransform between these modes by a different mechanism (i.e., other thanfolding back the steering column).

The following paragraphs describe, without limitation, illustrativefeatures of a tilting vehicle.

a. Fail-Operational Features

In some examples, the vehicle steering system and/or the vehicle tiltingsystem are configured to “fail-operational,” i.e., to continue tofunction to at least some extent even if certain components fail. Avehicle having fail-operational steering and tilting systems is able tooperate (e.g., autonomously, or with a rider) even if one or moreindividual components or combinations of components (e.g., motorwindings, actuators, electronic controllers, sensors, etc.) cease tofunction.

In some examples, a fail-operational vehicle has, for each control axis,two motors and/or actuators, two controllers, and three sensors. Forexample, the vehicle tilt system may include two tilt actuators, twotilt controllers, and three tilt sensors. In some examples, the two tiltcontrollers are each coupled to only a respective one of the tiltactuators; in other examples, the two tilt controllers are coupled toboth tilt actuators and are each capable of controlling either actuator.If the vehicle has a steering system, the steering system includes twosteering actuators, two steering controllers, and three steeringsensors. Similarly to the tilt controllers, the steering controllers mayeach be coupled to a respective steering actuator or to both steeringactuators.

The sets of three sensors (e.g., three tilt sensors and/or threesteering sensors) rather than two sensors allow for Triple ModularRedundancy. If only two tilt sensors were included, and one of thosesensors failed in a manner that caused it to output faulty data, itcould be difficult for the controller to determine which sensor wasaccurate. With three sensors, however, the faulty sensor is easilyidentified, because the other two sensors produce similar and/oridentical readings. Another advantage of having three of each type ofsensor is that, when the sensors are operating normally, their outputscan be combined (e.g., by averaging, error correction algorithms, etc.)for increased precision and/or accuracy. However, in some examples afail-operational vehicle can include only two of each type of sensor.

As another example of fail-operational functionality, a vehicle havingsteer motor(s) (or other suitable steering actuators) can be configuredto be operable even if the steer motor fails. A steer motor that isconfigured to be back-driven allows the wheels to tilt when the vehiclechassis is tilted. Accordingly, in the case of failure of the steermotor (or motor controller, or certain aspects of the steering linkage),the vehicle can be operated in a free-to-caster (FTC) mode, wherein thevehicle turns when commanded by the tilt control system, and theback-driven steer motor allows the wheels to be turned. A steer controlmotor configured to be back-driven in this manner may, for example,include no gearbox between the motor and the steered wheel(s).

In some examples, processing logic of the vehicle is configured toperform certain actions in the event that certain system component(s)fail. For example, in response to failure of the tilting system, thevehicle controller may be programmed to use the steering system (e.g.,in an autonomous mode) to steer to a suitable location where the vehiclecan safely stop and await repair.

b. Braking

In addition to the parking brake systems described above, braking may beachieved through software via a motor brake, e.g., on the rear wheel. Inconjunction with a servo motor actuation on the front brakes, or on allthree brakes, the vehicle may have a redundant braking system. For aparking brake, the phase wires of the motor may be crossed eitherelectromechanically or via software controls, effectively locking up therear wheel without additional mechanization or actuation by rider

c. Anti-Lock Braking System (ABS) with Regenerative Braking

Vehicles can be designed to incorporate ABS brakes and/or regenerativebraking capability using the propulsion system (e.g., a hub motordriving a rear vehicle wheel) for braking power. For example, a brakingsystem having anti-lock and regenerative functionality may be configuredto detect nonlinearities in motor deceleration, which indicate tractionloss, using external wheel speed sensors (e.g., on non-braked wheels)and/or using commutation sensors of the motor. In response to senseddata indicating loss of traction, the motor controller causes the motorto partially or completely reduce braking torque until traction isregained, and then to reapply regenerative torque.

d. Payload Weight Estimation

In some examples, a vehicle is configured to automatically determine theweight of its payload (e.g., rider(s), passenger(s), and/or cargocarried on or in the vehicle chassis) without inclusion of dedicatedsensors such as load cells, strain gauges, and/or the like. Estimatedpayload weight may be used by processing logic of the vehicle to, e.g.,adjust aspects of vehicle control algorithms, adjust vehicle suspension,adjust motor control (e.g, acceleration curves), automatically determinean amount to bill a customer, to identify a problem such as loss ofcargo or riders or presence of unexpected objects, and/or for any othersuitable purpose. Payload weight estimation can be particularly usefulfor a lightweight delivery vehicle, for which the payload mass fractionmay be significant.

An automatic payload weight estimation method may include determiningtotal vehicle weight (i.e., including the weight of the payload) andsubtracting known vehicle curb weight (i.e., the weight of the unloadedvehicle) to estimate payload weight. Total vehicle weight may bedetermined in any suitable manner. For example, the vehicle controllermay be configured to determine the power input to traction motor(s) anddetermine vehicle acceleration (e.g., by measuring a change in wheelspeed, or by directly measuring acceleration using an accelerometer).Based on the input power and acceleration, and accounting for motorefficiency and any other relevant factors, the vehicle controller canestimate the total weight of the vehicle. A known tare weight of thevehicle is subtracted from the total weight to obtain an estimate of thepayload weight.

In addition to motor efficiency, other relevant factors that may beaccounted for in the payload weight estimation may include windresistance, rolling resistance, incline of the surface on which thevehicle is traveling (e.g., uphill, downhill, level, etc.), and/or anyother suitable factors. Incline of the travel surface may be determinedby using an accelerometer or gyroscope of the vehicle to estimatevehicle pitch angle, by using a GPS reading to determine vehicleelevation changes, and/or by using map data (e.g., in conjunction withGPS or other positional data) to identify elevation gradients in thevehicle's location. In some cases, the payload estimation calculationsare simplest when the vehicle is traveling on a level surface, and sothe estimate of the incline of the travel surface can be used primarilyto identify whether the surface is level (indicating that conditions aregood for a payload estimation).

Other measurements that may be used in the estimation of total vehicleweight (i.e., in addition to motor input power) may include brakingpower required to stop the vehicle and/or to decelerate it by a certainamount, and power generated by a regenerative braking system.

Although the foregoing examples describe methods of estimating payloadweight without the presence of dedicated weight sensors, dedicatedweight sensors may optionally be included.

e. Fleet Tire Pressure Monitoring System (TPMS)

In some examples, one or more wheels of the vehicle may includepneumatic tires. The vehicle may include pressure sensor(s) configuredto sense tire pressure, and a controller of the vehicle may beconfigured to take certain actions if the sensed tire pressure is toolow. For example, the vehicle controller may, in response to a lowpressure reading, alert a rider, transmit an error signal, slow vehiclespeed, and/or attempt to direct the vehicle to a safe location. In someexamples, the sensed tire pressure is periodically or continuouslytelemetered to another location (e.g., a remote computer, another nearbyvehicle, a cloud-based data store, and/or any other suitable location).This can allow for convenient monitoring and maintenance of the vehicletires, particularly for a fleet of autonomous vehicles or vehicle-sharevehicles.

f. Replaceable Skid Plate Bottom

A replaceable skid plate may be incorporated on an underside of thevehicle (e.g., on a bottom surface of the chassis). A skid plate tendsto protect the chassis and/or other vehicle parts, thereby increasinglongevity of the vehicle and/or increasing the time between vehiclerepairs. The skid plate may be made of metal, plastic, and/or any othersuitable materials. The replaceable skid plate may be attached to thevehicle chassis in an easily releasable manner, facilitating removal ofa first skid plate and attachment of a new one (e.g., because the firstone has been damaged or needs to be inspected or repaired).

g. Rollover Recovery

Tilting vehicles according to aspects of the present teachings allow forsignificant articulation of the vehicle linkage(s). In some examples,this articulation can be used to correct the vehicle orientationfollowing an accident or collision. For example, the chassis and/orlinkages of the vehicle can be configured to allow for righting thevehicle from a completely inverted state through a combination ofcoordinated linkage and drivetrain actuation. For a vehicle operating inautonomous mode, such a rollover recovery capability greatly reduces thelost operational time that can otherwise result from minor accidentsresulting in rollover, as well as the human time otherwise required torespond to minor accidents.

In some cases, vehicles capable of automatic rollover recovery requireno human intervention at all after an accident. For example, anautonomously operating vehicle as described herein may have a relativelysmall size and weight, such that most accidents involving the vehicleswill be minor (i.e., not resulting in significant damage to othervehicles, objects, or people, and not rendering the vehicle inoperableonce it has been righted). Accordingly, if the vehicle is capable ofrestoring itself to an upright position following an accident, no actionmay need to be taken at the accident site. As another example, a vehicleoperating in manned mode may be able to right itself after an accidentwithout intervention from the vehicle operator. This may be convenientfor the operator and may demonstrate to the operator that the vehicle isnot significantly damaged following the accident.

h. Additional Features

Turn indicators may be located on the ends of handlebars to indicateintended direction of travel to other vehicles. A linkage may be presentat the headlight to keep it pointing forward even in autonomous modewhen bars are back. In autonomous mode, throttling may be achievedeither with a motor directly driving the hand throttle, which may beback-driven when in manned operational mode, or through softwaredirectly.

G. Illustrative Systems and Methods Related to Sensor Tilt andDisplacement

With reference to FIGS. 34-35, this section describes illustrativesystems and methods relating to accounting for and/or preventing certaineffects of tilt and/or lateral displacement of sensors of a tiltingautonomous vehicle, such as vehicle 100.

As described above, an autonomous tilting vehicle may include one ormore sensors, at least some of which may be mounted to a tilting part ofthe vehicle chassis. Unless configured otherwise, a sensor mounted tothe tilting chassis would be expected to tilt during vehicle operation.For some types of sensors, this tilting can adversely affect dataacquired by the sensor (e.g., by interfering with sensor function, bycausing the sensed data to be different than data that would be acquiredby an untilted sensor, etc.). As an example, an autonomous tiltingvehicle may include one or more cameras, radar devices, LIDAR devices,and/or the like mounted to the tilting vehicle frame. Data sensed bythese devices may be input to processing logic of the vehicle fornavigation, pathfinding, determining information about the vehicleenvironment, and so on. However, if the sensor is tilted, the senseddata may be difficult for the processing logic to use as intended. Forexample, a computer-vision algorithm configured to determine a directionof travel for the vehicle may produce inaccurate results if the inputdata is a tilted image of the scene in front of the vehicle.

An example method for preventing problems associated with tilted sensorsis to correct the sensed data based on vehicle tilt, producing correcteddata approximating data that would have been acquired by an untiltedsensor. For example, processing logic of the vehicle may receiveinformation about vehicle tilt (e.g., tilt angle, angular velocity,and/or the like), and determine, based on the tilt information, arotational transform and/or other factor(s) or method(s) suitable forcorrecting and/or compensating the sensed data for vehicle tilt. Theprocessing logic is further configured to correct the sensed data usingthe determined compensation factor(s) and/or method(s). Correcting thesensed data may include using at least one rotational matrix, machinelearning algorithm, and/or any other suitable method for correcting theeffect of sensor tilt on the sensed data.

Suitable tilt information usable by the processing logic to determinecorrection factor(s) and/or method(s) may include information about thesetting of one or more tilt actuators; relative positioning of two ormore vehicle components; tilt information obtained from anaccelerometer, inclinometer, IMU, gyroscope, etc.; and/or the like.

The vehicle processing logic may use any suitable method for selectingsensor data to be corrected. For example, the processing logic maytilt-correct all data sensed by certain sensors, or may tilt-correctdata sensed by certain sensors only when vehicle tilt informationindicates that the sensor in question is tilted beyond a certainthreshold angle. Sensed data may be tilt-corrected automatically whenacquired and/or on-demand when the data is accessed by certain controlalgorithms. Corrected data may be used by vehicle processing logic,recorded in vehicle memory, transmitted to another location, used astraining data for machine learning, and/or the like. For example, thecorrected sensor output may be used as input to vehicle-controlalgorithms designed to use data generated by a non-tilting vehicle.

Alternatively, or additionally, one or more sensors may be mounted tothe tilting vehicle in a manner that at least partly prevents thephysical sensor itself from tilting with the vehicle. For example, oneor more sensors may be mounted to the vehicle by a gimbal, linkage, orrobotic mechanism configured to allow a gimbaling of the sensors,thereby reducing or eliminating any sensor distortion caused by vehicletilt. For example, a sensor module may be attached to the vehicle by agyroscope, such that the sensor module does not tilt along with thevehicle.

In some examples, a sensor module is attached to the vehicle by amounting system capable of allowing the module to tilt, and the mountingsystem includes a control system configured to actively correct moduletilt such that the module effectively remains untilted. For example, themounting system can include one or more tilt sensors configured todetect sensor module tilt, and one or more actuators and/or motorsconfigured to adjust the sensor module tilt to restore the sensor moduleto an upright (e.g., untilted) position. By adjusting sensor moduleposition based on sensed module tilt, the mounting system effectivelymaintains the sensor module in an untilted position.

In examples including a mounting system configured to reduce oreliminate sensor module tilt, processing logic of the vehicle mayoptionally still be configured to correct sensed data for module tilt,as described above. Data correction may be helpful in cases where themounting system does not fully prevent module tilt, where the mountingsystem has malfunctioned or is inoperable (which can occur if, e.g., thevehicle overturns), and/or in any other suitable situation.

FIGS. 34-35 are front views of an example autonomous tilting vehicle2000 having an illustrative tilt-compensating mount system 2004configured to maintain an illustrative sensor module 2008 in asubstantially untilted position. Mount system 2004 comprises a gimbal2012 coupled to a chassis 2014 of vehicle 2000. A sensor support 2024couples module 2008 to gimbal 2012 in a manner that prevents the sensorsupport and the module from tilting about the vehicle roll axis. Inother examples, sensor support 2024 is omitted, and sensor module 2008is directly connected to gimbal.

Tilt-compensating mount system 2004 optionally includes a tilt detector2028 disposed on gimbal 2012. In other examples, tilt detector 2028 maybe disposed on the sensor module or sensor support. Tilt detector 2028senses a tilt of sensor support 2024, which corresponds to a tilt ofmodule 2008 due to the rigid connection between support 2024 and module2008. Based on the sensed tilt of the module, an actuator of gimbal 2012rotates support 2024 such that module 2008 is positioned upright (i.e.,substantially untilted). In other examples, an actuator of gimbal 2012may be in communication with the tilt actuator (or associatedcontroller) of the vehicle tilt linkage, and the gimbal actuator rotatessupport 2024 to prevent tilting based on the commanded vehicle tilt.

FIG. 34 depicts vehicle 2000 in a substantially upright position, withmodule 2008 also in an upright position. In FIG. 35, vehicle 2000 hastilted (e.g., to effect a turn), but module 2008 is maintained in anupright position by tilt-compensating mount system 2004.

As shown in FIG. 35, although module 2008 is maintained by mount system2004 in an upright position, the tilting of vehicle chassis 2014laterally displaces the module relative to the vehicle chassis and wheellinkage. This lateral displacement also tends to occur for sensormodules not attached to the chassis by mount system 2004 or similar(that is, in examples wherein sensor modules do tilt along with thevehicle chassis). The lateral displacement can, in some cases, impactthe use of data sensed by sensor module 2008 (e.g., in algorithms ofprocessing logic of the vehicle).

For example, in some cases module 2008 includes a LIDAR module used bynavigation and/or computer-vision algorithms, and these algorithms mayexpect the LIDAR data to correspond to a LIDAR module positioned at alateral center line of the vehicle. The lateral displacement of thesensor module due to vehicle tilt therefore tends to cause thealgorithms to fail.

Accordingly, in some examples, lateral displacement of the sensor moduledue to vehicle tilt is corrected after data acquisition by processinglogic of the vehicle, in a manner similar to the tilt correction ofsensed data described above. For example, a lateral-displacement sensormay be disposed on sensor module 2008 (and/or on any other suitable partof the vehicle) and configured to detect lateral displacement of sensormodule 2008. Processing logic of the vehicle may use the sensedlateral-displacement information to correct and/or compensate for thelateral displacement of the sensor module. For example, in some cases itis possible to correct the output of sensor module 2008 to approximateoutput of a sensor that has not been displaced (i.e., a sensorpositioned at a lateral center of the vehicle). Alternatively, oradditionally, algorithms of the vehicle processing logic may beconfigured to adjust their calculations to account for the displacementof the sensor from lateral center.

In some examples, hardware of the vehicle is configured to preventand/or reduce lateral displacement of the sensor module. A hardwaresolution for lateral displacement may replace or be used in conjunctionwith the data correction approach described above.

H. Illustrative Method for Vehicle-Sharing

This section describes steps of an illustrative method 3000 forproviding a vehicle-share session using a tiltable vehicle. Aspects ofvehicles described above may be utilized in the method steps describedbelow. Where appropriate, reference may be made to components andsystems that may be used in carrying out each step. These references arefor illustration, and are not intended to limit the possible ways ofcarrying out any particular step of the method.

FIG. 36 is a flowchart illustrating steps performed in an illustrativemethod, and may not recite the complete process or all steps of themethod. Although various steps of method 3000 are described below anddepicted in FIG. 36, the steps need not necessarily all be performed,and in some cases may be performed simultaneously or in a differentorder than the order shown.

Step 3002 of method 3000 optionally includes facilitating rental of thevehicle by a user (e.g., from a vehicle-sharing service providingvehicles available for short-term or long-term rental). Prior to rental,the vehicle may be disposed at a docking location, where vehicles of theservice are returned after use. Alternatively, the vehicle may bedisposed at an arbitrary location where it was left by a previous useror an operator of the vehicle-share service. Facilitating rental of thevehicle may include carrying out a rental transaction by a dataprocessing system (e.g., a computer, tablet, and/or the like) attachedto the vehicle. For example, the vehicle computer may be configured toaccept a credit card payment from the user, to access and charge a useraccount with the vehicle-sharing service, and/or perform any otherfunctions suitable for facilitating the user's rental of the vehicle.Facilitating the rental may further include communicating informationabout the transaction from the vehicle computer to a remote server overa network. In other examples, however, the rental transaction isimplemented by a computer not attached to the vehicle. For example, thetransaction could be facilitated by a computer attached to the vehicledocking station, or by the user's mobile device.

Step 3004 of method 3000 optionally includes enabling access to a basketor other closeable compartment mounted on the vehicle. For example, alid of the basket may be locked and configured to unlock in response tosuccessful completion of the rental transaction in step 3002. In otherwords, the basket may be unavailable for use until the vehicle is rentedby the user.

In some examples, the basket contains a helmet wearable by the user(e.g., after the user has rented the vehicle, thereby causing the basketto unlock). Accordingly, in such an example, step 3004 includesproviding a helmet to the user. Providing the helmet may improve usersafety and/or comply with local regulations. This may be especiallyconvenient in cases where the user has rented the vehicle from avehicle-share service, because a user in this situation may not becarrying a helmet with them at the time they rent the vehicle.

Step 3006 of method 3000 optionally includes disengaging one or moreaspects of a vehicle parking system. For example, disengaging vehicleparking device(s) may include raising a kickstand, disengaging a parkingbrake configured to lock one or more vehicle wheels, and/or disengaginga tilt-lock device configured to prevent the vehicle chassis fromtilting about a roll axis. These features may be configured to disengagein response to user actuation of one or more buttons, levers, and/orother suitable electromechanical devices. Alternatively, oradditionally, one or more parking features may be configured toautomatically disengage in response to a signal from the onboardindicating successful rental of the vehicle. As yet another example, theonboard computer may be configured to allow the user to input aninstruction to disengage the parking device(s), the parking device(s)being configured to automatically disengage in response to a signal fromthe onboard computer.

At step 3008, method 3000 optionally includes the vehicle autonomouslytraveling at least a short distance (e.g., to the user). For example,the vehicle may be disposed in a docking location comprising a shed,stall, or other suitable enclosure or partial enclosure, and the vehiclemay be configured to automatically exit the enclosure. In steps whereinthe vehicle is mechanically transformable between a first configuration,wherein the vehicle operates autonomously, and a second configuration,wherein the vehicle is operable by a rider, the vehicle is in the firstconfiguration at step 3008. In general, step 3008 is performed after theparking system is disengaged in step 3006, if applicable. However, insome cases, aspects of the parking system are linked to parts of thevehicle configured to transform between manned and autonomousconfigurations. For example, a tilt-lock device of the parking systemmay be coupled to a mechanism configured to lock the handlebars in afolded position. In these cases, the steps of disengaging the parkingsystem and autonomously traveling to the user may be performed in anysensible order. Step 3008 includes providing power to a motor of thevehicle. If step 3008 is not performed, providing power to the motor canoccur at any other suitable step.

Step 3010 of method 3000 includes the vehicle transforming from anautonomous configuration to a manned (i.e., rideable) configuration. Forexample, the vehicle may be configured to assume the mannedconfiguration in response to a user manually pivoting the handlebarsforward. As another example, the vehicle may be configured toautomatically assume the rideable configuration in response to a usercommand input to the onboard computer, and/or in response to completionof the rental transaction. For example, the vehicle may be biased towardthe manned configuration, with a latch retaining the vehicle in theautonomous configuration (e.g., retaining the handlebars in a foldedposition), and the latch may be configured to disengage automatically inresponse to a suitable signal.

In some examples, transforming to the manned configuration includesallowing the user to access a seat of the vehicle. For example, thevehicle handlebars may be folded back in the autonomous configurationsuch that a windshield of the vehicle obstructs the seat, preventing theuser from sitting. Transforming to the manned configuration moves thewindshield away from the seat, allowing access to the seat.

Step 3012 of method 3000 includes transporting the user. Transportingthe user includes automatically tilting a chassis of the vehicle andoptionally actively steering wheels of the vehicle to guide the vehicledown a selected path while maintaining a median plane of the vehiclechassis in alignment with a net force vector resulting from gravity andcentrifugal force (if any).

Step 3014 of method 3000 includes ending the vehicle-share session(i.e., terminating rental of the vehicle). Ending the session includesdisabling and/or limiting power to the vehicle motor, and may includegradually slowing the vehicle to a stop. In some cases, ending thesession includes indicating to the user (e.g., via a display of theonboard computer and/or any other suitable audible and/or visual signal)that the session has ended.

The session may end in response to a command from the user (e.g., via amobile device, an onboard computer, and/or any other suitableinterface), may automatically end after a predetermined time, and/or mayautomatically end in response to any other suitable criteria. Forexample, the session may end if the vehicle has traveled outside apredetermined distance, into a forbidden location, and/or the like.

Step 3016 of method 3000 includes the vehicle transforming from arideable configuration to an autonomous configuration, eitherautomatically or due to manual user actuation.

Step 3018 of method 3000 optionally includes the vehicle travelingautonomously at least a short distance. For example, the vehicle may beconfigured to travel autonomously to a nearby docking station, and/or toautomatically enter an enclosure.

Step 3020 of method 3000 optionally includes engaging at least oneparking device of the vehicle, either automatically or through useraction.

Step 3022 of method 3000 optionally includes charging a battery of thevehicle at a docking station. For example, the vehicle may includewireless charging coils, and the dock may include a wireless chargingtransmitter configured to wireless charge the vehicle battery.

I. Illustrative Method for Using a Transforming Tiltable Vehicle

This section describes steps of an illustrative method 3100 forproviding a vehicle-share session using a tiltable vehicle. Aspects ofvehicles described above may be utilized in the method steps describedbelow. Where appropriate, reference may be made to components andsystems that may be used in carrying out each step. These references arefor illustration, and are not intended to limit the possible ways ofcarrying out any particular step of the method.

FIG. 37 is a flowchart illustrating steps performed in an illustrativemethod, and may not recite the complete process or all steps of themethod. Although various steps of method 3100 are described below anddepicted in FIG. 38, the steps need not necessarily all be performed,and in some cases may be performed simultaneously or in a differentorder than the order shown.

Step 3102 of method 3100 optionally includes renting a vehicle from avehicle-sharing service. In some cases, the rental may be carried outusing a computer onboard the vehicle.

Step 3104 of method 3100 optionally includes disengaging a parkingsystem of the vehicle. For example, step 3104 may include raising akickstand, unlocking a tilt-lock mechanism, and/or the like. In someexamples, the vehicle automatically disengages at least some parts ofthe parking system (e.g., once the vehicle has been rented and thevehicle-sharing session has begun).

Step 3106 of method 3100 optionally includes transforming the vehiclefrom an autonomous configuration to a rideable configuration. Forexample, step 3106 may include tilting the vehicle handlebars forward,which may also automatically disengage a tilt-lock device of thevehicle. In other examples, the vehicle may transform to the rideableconfiguration automatically, without user intervention.

Step 3108 of method 3100 includes riding the vehicle in its rideableconfiguration.

Step 3110 of method 3100 optionally includes causing the vehicle-sharesession to end, e.g., by inputting a command to an onboard vehiclecomputer, into an app running on the user's mobile device, and/or in anyother suitable manner. In some examples, the session ends automatically(e.g., after a prepaid amount of time has elapsed), so the user does notneed to cause the session to end.

Step 3112 optionally includes transforming the vehicle from the rideableconfiguration to the autonomous configuration (e.g., by tilting thehandlebars forward). In some examples, the transformation occursautomatically.

Step 3114 optionally includes engaging a parking system of the vehicle,such as a tilt-lock device, a kick stand, a parking brake, and/or anyother suitable device. In some examples, one or more parking devicesengage automatically.

J. Illustrative Data Processing System

As shown in FIG. 38, this example describes a data processing system3500 (also referred to as a computer, computing system, and/or computersystem) in accordance with aspects of the present disclosure. In thisexample, data processing system 3500 is an illustrative data processingsystem suitable for implementing aspects of the tilting vehicle. Morespecifically, in some examples, devices that are embodiments of dataprocessing systems (e.g., smartphones, tablets, personal computers) maycomprise one or more electronic controllers of the vehicle, an onboardcomputer provided on the vehicle for user interaction (e.g., tofacilitate use of the vehicle in a vehicle-sharing service), afleet-management computer remote from the vehicle, and so on. Forexample, aspects of the vehicle's electronic controller(s) for tilt,steering, and/or motor control may be implemented using examples of dataprocessing systems.

In this illustrative example, data processing system 3500 includes asystem bus 3502 (also referred to as communications framework). Systembus 3502 may provide communications between a processor unit 3504 (alsoreferred to as a processor or processors), a memory 3506, a persistentstorage 3508, a communications unit 3510, an input/output (I/O) unit3512, a codec 3530, and/or a display 3514. Memory 3506, persistentstorage 3508, communications unit 3510, input/output (I/O) unit 3512,display 3514, and codec 3530 are examples of resources that may beaccessible by processor unit 3504 via system bus 3502.

Processor unit 3504 serves to run instructions that may be loaded intomemory 3506. Processor unit 3504 may comprise a number of processors, amulti-processor core, and/or a particular type of processor orprocessors (e.g., a central processing unit (CPU), graphics processingunit (GPU), etc.), depending on the particular implementation. Further,processor unit 3504 may be implemented using a number of heterogeneousprocessor systems in which a main processor is present with secondaryprocessors on a single chip. As another illustrative example, processorunit 3504 may be a symmetric multi-processor system containing multipleprocessors of the same type.

Memory 3506 and persistent storage 3508 are examples of storage devices3516. A storage device may include any suitable hardware capable ofstoring information (e.g., digital information), such as data, programcode in functional form, and/or other suitable information, either on atemporary basis or a permanent basis.

Storage devices 3516 also may be referred to as computer-readablestorage devices or computer-readable media. Memory 3506 may include avolatile storage memory 3540 and a non-volatile memory 3542. In someexamples, a basic input/output system (BIOS), containing the basicroutines to transfer information between elements within the dataprocessing system 3500, such as during start-up, may be stored innon-volatile memory 3542. Persistent storage 3508 may take variousforms, depending on the particular implementation.

Persistent storage 3508 may contain one or more components or devices.For example, persistent storage 3508 may include one or more devicessuch as a magnetic disk drive (also referred to as a hard disk drive orHDD), solid state disk (SSD), floppy disk drive, tape drive, Jaz drive,Zip drive, flash memory card, memory stick, and/or the like, or anycombination of these. One or more of these devices may be removableand/or portable, e.g., a removable hard drive. Persistent storage 3508may include one or more storage media separately or in combination withother storage media, including an optical disk drive such as a compactdisk ROM device (CD-ROM), CD recordable drive (CD-R Drive), CDrewritable drive (CD-RW Drive), and/or a digital versatile disk ROMdrive (DVD-ROM). To facilitate connection of the persistent storagedevices 3508 to system bus 3502, a removable or non-removable interfaceis typically used, such as interface 3528.

Input/output (I/O) unit 3512 allows for input and output of data withother devices that may be connected to data processing system 3500(i.e., input devices and output devices). For example, an input devicemay include one or more pointing and/or information-input devices suchas a keyboard, a mouse, a trackball, stylus, touch pad or touch screen,microphone, joystick, game pad, satellite dish, scanner, TV tuner card,digital camera, digital video camera, web camera, and/or the like. Theseand other input devices may connect to processor unit 3504 throughsystem bus 3502 via interface port(s). Suitable interface port(s) mayinclude, for example, a serial port, a parallel port, a game port,and/or a universal serial bus (USB).

One or more output devices may use some of the same types of ports, andin some cases the same actual ports, as the input device(s). Forexample, a USB port may be used to provide input to data processingsystem 3500 and to output information from data processing system 3500to an output device. One or more output adapters may be provided forcertain output devices (e.g., monitors, speakers, and printers, amongothers) which require special adapters. Suitable output adapters mayinclude, e.g. video and sound cards that provide a means of connectionbetween the output device and system bus 3502. Other devices and/orsystems of devices may provide both input and output capabilities, suchas remote computer(s) 3560. Display 3514 may include any suitablehuman-machine interface or other mechanism configured to displayinformation to a user, e.g., a CRT, LED, or LCD monitor or screen, etc.

Communications unit 3510 refers to any suitable hardware and/or softwareemployed to provide for communications with other data processingsystems or devices. While communication unit 3510 is shown inside dataprocessing system 3500, it may in some examples be at least partiallyexternal to data processing system 3500. Communications unit 3510 mayinclude internal and external technologies, e.g., modems (includingregular telephone grade modems, cable modems, and DSL modems), ISDNadapters, and/or wired and wireless Ethernet cards, hubs, routers, etc.Data processing system 3500 may operate in a networked environment,using logical connections to one or more remote computers 3560. A remotecomputer(s) 3560 may include a personal computer (PC), a server, arouter, a network PC, a workstation, a microprocessor-based appliance, apeer device, a smart phone, a tablet, another network note, and/or thelike. Remote computer(s) 3560 typically include many of the elementsdescribed relative to data processing system 3500. Remote computer(s)3560 may be logically connected to data processing system 3500 through anetwork interface 3562 which is connected to data processing system 3500via communications unit 3510. Network interface 3562 encompasses wiredand/or wireless communication networks, such as local-area networks(LAN), wide-area networks (WAN), and cellular networks. LAN technologiesmay include Fiber Distributed Data Interface (FDDI), Copper DistributedData Interface (CDDI), Ethernet, Token Ring, and/or the like. WANtechnologies include point-to-point links, circuit switching networks(e.g., Integrated Services Digital networks (ISDN) and variationsthereon), packet switching networks, and Digital Subscriber Lines (DSL).

Codec 3530 may include an encoder, a decoder, or both, comprisinghardware, software, or a combination of hardware and software. Codec3530 may include any suitable device and/or software configured toencode, compress, and/or encrypt a data stream or signal fortransmission and storage, and to decode the data stream or signal bydecoding, decompressing, and/or decrypting the data stream or signal(e.g., for playback or editing of a video). Although codec 3530 isdepicted as a separate component, codec 3530 may be contained orimplemented in memory, e.g., non-volatile memory 3542.

Non-volatile memory 3542 may include read only memory (ROM),programmable ROM (PROM), electrically programmable ROM (EPROM),electrically erasable programmable ROM (EEPROM), flash memory, and/orthe like, or any combination of these. Volatile memory 3540 may includerandom access memory (RAM), which may act as external cache memory. RAMmay comprise static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM(SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM),and/or the like, or any combination of these.

Instructions for the operating system, applications, and/or programs maybe located in storage devices 3516, which are in communication withprocessor unit 3504 through system bus 3502. In these illustrativeexamples, the instructions are in a functional form in persistentstorage 3508. These instructions may be loaded into memory 3506 forexecution by processor unit 3504. Processes of one or more embodimentsof the present disclosure may be performed by processor unit 3504 usingcomputer-implemented instructions, which may be located in a memory,such as memory 3506.

These instructions are referred to as program instructions, programcode, computer usable program code, or computer-readable program codeexecuted by a processor in processor unit 3504. The program code in thedifferent embodiments may be embodied on different physical orcomputer-readable storage media, such as memory 3506 or persistentstorage 3508. Program code 3518 may be located in a functional form oncomputer-readable media 3520 that is selectively removable and may beloaded onto or transferred to data processing system 3500 for executionby processor unit 3504. Program code 3518 and computer-readable media3520 form computer program product 3522 in these examples. In oneexample, computer-readable media 3520 may comprise computer-readablestorage media 3524 or computer-readable signal media 3526.

Computer-readable storage media 3524 may include, for example, anoptical or magnetic disk that is inserted or placed into a drive orother device that is part of persistent storage 3508 for transfer onto astorage device, such as a hard drive, that is part of persistent storage3508. Computer-readable storage media 3524 also may take the form of apersistent storage, such as a hard drive, a thumb drive, or a flashmemory, that is connected to data processing system 3500. In someinstances, computer-readable storage media 3524 may not be removablefrom data processing system 3500.

In these examples, computer-readable storage media 3524 is anon-transitory, physical or tangible storage device used to storeprogram code 3518 rather than a medium that propagates or transmitsprogram code 3518. Computer-readable storage media 3524 is also referredto as a computer-readable tangible storage device or a computer-readablephysical storage device. In other words, computer-readable storage media3524 is media that can be touched by a person.

Alternatively, program code 3518 may be transferred to data processingsystem 3500, e.g., remotely over a network, using computer-readablesignal media 3526. Computer-readable signal media 3526 may be, forexample, a propagated data signal containing program code 3518. Forexample, computer-readable signal media 3526 may be an electromagneticsignal, an optical signal, and/or any other suitable type of signal.These signals may be transmitted over communications links, such aswireless communications links, optical fiber cable, coaxial cable, awire, and/or any other suitable type of communications link. In otherwords, the communications link and/or the connection may be physical orwireless in the illustrative examples.

In some illustrative embodiments, program code 3518 may be downloadedover a network to persistent storage 3508 from another device or dataprocessing system through computer-readable signal media 3526 for usewithin data processing system 3500. For instance, program code stored ina computer-readable storage medium in a server data processing systemmay be downloaded over a network from the server to data processingsystem 3500. The computer providing program code 3518 may be a servercomputer, a client computer, or some other device capable of storing andtransmitting program code 3518.

In some examples, program code 3518 may comprise an operating system(OS) 3550. Operating system 3550, which may be stored on persistentstorage 3508, controls and allocates resources of data processing system3500. One or more applications 3552 take advantage of the operatingsystem's management of resources via program modules 3554, and programdata 3556 stored on storage devices 3516. OS 3550 may include anysuitable software system configured to manage and expose hardwareresources of computer 3500 for sharing and use by applications 3552. Insome examples, OS 3550 provides application programming interfaces(APIs) that facilitate connection of different type of hardware and/orprovide applications 3552 access to hardware and OS services. In someexamples, certain applications 3552 may provide further services for useby other applications 3552, e.g., as is the case with so-called“middleware.” Aspects of present disclosure may be implemented withrespect to various operating systems or combinations of operatingsystems.

The different components illustrated for data processing system 3500 arenot meant to provide architectural limitations to the manner in whichdifferent embodiments may be implemented. One or more embodiments of thepresent disclosure may be implemented in a data processing system thatincludes fewer components or includes components in addition to and/orin place of those illustrated for computer 3500. Other components shownin FIG. 38 can be varied from the examples depicted. Differentembodiments may be implemented using any hardware device or systemcapable of running program code. As one example, data processing system3500 may include organic components integrated with inorganic componentsand/or may be comprised entirely of organic components (excluding ahuman being). For example, a storage device may be comprised of anorganic semiconductor.

In some examples, processor unit 3504 may take the form of a hardwareunit having hardware circuits that are specifically manufactured orconfigured for a particular use, or to produce a particular outcome orprogress. This type of hardware may perform operations without needingprogram code 3518 to be loaded into a memory from a storage device to beconfigured to perform the operations. For example, processor unit 3504may be a circuit system, an application specific integrated circuit(ASIC), a programmable logic device, or some other suitable type ofhardware configured (e.g., preconfigured or reconfigured) to perform anumber of operations. With a programmable logic device, for example, thedevice is configured to perform the number of operations and may bereconfigured at a later time. Examples of programmable logic devicesinclude, a programmable logic array, a field programmable logic array, afield programmable gate array (FPGA), and other suitable hardwaredevices. With this type of implementation, executable instructions(e.g., program code 3518) may be implemented as hardware, e.g., byspecifying an FPGA configuration using a hardware description language(HDL) and then using a resulting binary file to (re)configure the FPGA.

In another example, data processing system 3500 may be implemented as anFPGA-based (or in some cases ASIC-based), dedicated-purpose set of statemachines (e.g., Finite State Machines (FSM)), which may allow criticaltasks to be isolated and run on custom hardware. Whereas a processorsuch as a CPU can be described as a shared-use, general purpose statemachine that executes instructions provided to it, FPGA-based statemachine(s) are constructed for a special purpose, and may executehardware-coded logic without sharing resources. Such systems are oftenutilized for safety-related and mission-critical tasks.

In still another illustrative example, processor unit 3504 may beimplemented using a combination of processors found in computers andhardware units. Processor unit 3504 may have a number of hardware unitsand a number of processors that are configured to run program code 3518.With this depicted example, some of the processes may be implemented inthe number of hardware units, while other processes may be implementedin the number of processors.

In another example, system bus 3502 may comprise one or more buses, suchas a system bus or an input/output bus. Of course, the bus system may beimplemented using any suitable type of architecture that provides for atransfer of data between different components or devices attached to thebus system. System bus 3502 may include several types of busstructure(s) including memory bus or memory controller, a peripheral busor external bus, and/or a local bus using any variety of available busarchitectures (e.g., Industrial Standard Architecture (ISA),Micro-Channel Architecture (MSA), Extended ISA (EISA), Intelligent DriveElectronics (IDE), VESA Local Bus (VLB), Peripheral ComponentInterconnect (PCI), Card Bus, Universal Serial Bus (USB), AdvancedGraphics Port (AGP), Personal Computer Memory Card InternationalAssociation bus (PCMCIA), Firewire (IEEE 1394), and Small ComputerSystems Interface (SCSI)).

Additionally, communications unit 3510 may include a number of devicesthat transmit data, receive data, or both transmit and receive data.Communications unit 3510 may be, for example, a modem or a networkadapter, two network adapters, or some combination thereof. Further, amemory may be, for example, memory 3506, or a cache, such as that foundin an interface and memory controller hub that may be present in systembus 3502.

K. Illustrative Combinations and Additional Examples

This section describes additional aspects and features of tiltingvehicles, presented without limitation as a series of paragraphs, someor all of which may be alphanumerically designated for clarity andefficiency. Each of these paragraphs can be combined with one or moreother paragraphs, and/or with disclosure from elsewhere in thisapplication, including the materials incorporated by reference in theCross-References, in any suitable manner. Some of the paragraphs belowexpressly refer to and further limit other paragraphs, providing withoutlimitation examples of some of the suitable combinations.

A0. A convertible, tilting vehicle, comprising a pair of front wheelscoupled to a tiltable chassis by a first mechanical linkage, wherein thepair of front wheels and the chassis are configured to tilt in unisonwith respect to a roll axis of the chassis; a single rear wheel coupledto the chassis; a motor coupled to the rear wheel and configured todrive the rear wheel to propel the vehicle; a tilt actuator operativelycoupled to the chassis and configured to selectively tilt the chassis; acontroller including processing logic configured to selectively controlthe tilt actuator to automatically maintain a net force vector appliedto the chassis in alignment with a median plane of the chassis, whereinthe net force vector is determined by gravity in combination with anyapplicable centrifugal force applied to the chassis; and a rider supportplatform transitionable between: (a) a first mode, in which the ridersupport platform is configured to support a rider thereon and to steerthe vehicle in response to rider input, and (b) a second mode, in whicha portion of the rider support platform is displaced to a rider-unusableposition, and the vehicle is steered by the controller.

A1. The vehicle of paragraph A0, further comprising a tilt-lockmechanism configured to selectively wedge the chassis into an uprightorientation.

A2. The vehicle of paragraph A1, wherein the vehicle is configured toautomatically engage the tilt-lock mechanism when the rider supportplatform is in the second mode.

A3. The vehicle of paragraph A2, wherein the tilt-lock mechanismcomprises a pivotable bracket coupled to the portion of the ridersupport platform by a second mechanical linkage configured to pivot thebracket into a tilt-locking orientation when the portion of the ridersupport platform is displaced.

A4. The vehicle of any one of paragraphs A0-A3, wherein the portion ofthe rider support platform comprises a handlebar assembly configured topivot selectively about a pitch axis.

A5. The vehicle of any one of paragraphs A0-A4, wherein the portion ofthe rider support platform comprises a pivotable seat configured topivot selectively about a pitch axis.

A6. The vehicle of any one of paragraphs A0-A5, further comprising asteering actuator operatively coupled to the pair of front wheels by asteering linkage, and configured to selectively steer the front wheels.

A7. The vehicle of paragraph A6, wherein the steering actuator iscoupled to a handlebar of the rider support platform.

A8. The vehicle of any one of paragraphs A0-A7, further comprising acargo compartment coupled to the chassis.

A9. The vehicle of any one of paragraphs A0-A8, wherein the firstmechanical linkage comprises a four-bar linkage coupled to the tiltactuator.

A10. A three-wheeled vehicle, comprising a pair of front wheels coupledto a tiltable chassis by a tilt linkage, such that the pair of frontwheels and the chassis are configured to tilt in unison with respect toa roll axis of the chassis; a single rear wheel coupled to the chassis,the rear wheel comprising a hub motor configured to drive the rear wheelto propel the vehicle; an orientation sensor configured to detectdirectional information regarding a net force vector applied to thechassis; a tilt actuator operatively coupled to the chassis andconfigured to selectively tilt the chassis; a controller includingprocessing logic configured to selectively control the tilt actuatorbased on the directional information from the orientation sensor toautomatically maintain the net force vector in alignment with a medianplane of the chassis; and a rider support platform having a handlebarassembly and a seat, wherein the rider support platform is configured totransition between: (a) a first mode, in which the rider supportplatform is configured to support a rider thereon and to steer thevehicle in response to rider input, and (b) a second mode, in which thehandlebar assembly is pivoted rearward toward the seat such that a rideris prevented from mounting the vehicle, and the vehicle is steeredautomatically by the controller.

A11. The vehicle of paragraph A10, further comprising a tilt-lockmechanism configured to selectively wedge the chassis into an uprightorientation.

A12. The vehicle of paragraph A11, wherein the vehicle is configured toautomatically engage the tilt-lock mechanism when the rider supportplatform is in the second mode.

A13. The vehicle of paragraph A12, wherein the tilt-lock mechanismcomprises a pivotable bracket coupled to the handlebar assembly by amechanical linkage configured to pivot the bracket into a tilt-lockingorientation when the handlebar assembly is pivoted rearward.

A14. The vehicle of any one of paragraphs A10-A13, further comprising asteering actuator operatively coupled to the pair of front wheels by asteering linkage, and configured to selectively steer the front wheels.

A15. The vehicle of paragraph A14, wherein the steering actuator iscoupled to the handlebar assembly.

A16. The vehicle of any one of paragraphs A10-A15, further comprising acargo compartment coupled to the chassis.

A17. The vehicle of any one of paragraphs A10-A16, wherein the tiltlinkage comprises a four-bar linkage coupled to the tilt actuator.

A18. The vehicle of any one of paragraphs A10-A17, wherein thecontroller is coupled to a wireless receiver and wherein, in the secondmode, the controller is configured to receive a remote control input.

A19. The vehicle of any one of paragraphs A10-A18, further comprising atleast one battery mounted inside an outer housing of the chassis,wherein the at least one battery is electrically coupled to the tiltactuator.

Advantages, Features, and Benefits

The different embodiments and examples of the vehicles described hereinprovide several advantages over known systems. For example, illustrativeembodiments and examples described herein allow a tilting vehicle to betransformed between a manned mode and an autonomous, tilt-locked mode.

Additionally, and among other benefits, illustrative embodiments andexamples described herein allow for sensing orientation-dependentinformation using a tilt-compensated sensor.

Additionally, and among other benefits, illustrative embodiments andexamples described herein allow vehicle features suitable for a vehicleof a ride-sharing service.

No known system or device can perform these functions. However, not allembodiments and examples described herein provide the same advantages orthe same degree of advantage.

Conclusion

The disclosure set forth above may encompass multiple distinct exampleswith independent utility. Although each of these has been disclosed inits preferred form(s), the specific embodiments thereof as disclosed andillustrated herein are not to be considered in a limiting sense, becausenumerous variations are possible. To the extent that section headingsare used within this disclosure, such headings are for organizationalpurposes only. The subject matter of the disclosure includes all noveland nonobvious combinations and subcombinations of the various elements,features, functions, and/or properties disclosed herein. The followingclaims particularly point out certain combinations and subcombinationsregarded as novel and nonobvious. Other combinations and subcombinationsof features, functions, elements, and/or properties may be claimed inapplications claiming priority from this or a related application. Suchclaims, whether broader, narrower, equal, or different in scope to theoriginal claims, also are regarded as included within the subject matterof the present disclosure.

What is claimed is:
 1. A tilting vehicle, comprising: a pair of frontwheels coupled to a tiltable chassis by a first mechanical linkage,wherein the pair of front wheels and the chassis are configured to tiltin unison with respect to a roll axis of the chassis; a single rearwheel coupled to the chassis; a motor coupled to the rear wheel andconfigured to drive the rear wheel to propel the vehicle; a tiltactuator operatively coupled to the chassis and configured toselectively tilt the chassis; and a controller including processinglogic configured to selectively control the tilt actuator toautomatically maintain a net force vector applied to the chassis inalignment with a median plane of the chassis, wherein the net forcevector is determined by gravity in combination with any applicablecentrifugal force applied to the chassis; wherein the first mechanicallinkage includes: a first upper bar segment coupled at an inboard end tothe chassis by a first inboard pivot joint and coupled at an outboardend to a left kingpin link by a first upper pivot joint, a second upperbar segment coupled at an inboard end to the chassis by a second inboardpivot joint spaced from the first inboard pivot joint and coupled at anoutboard end to a right kingpin link by a second upper pivot joint, anda bottom bar coupled to the chassis at a central pivot joint, coupled tothe left kingpin link at a first lower pivot joint, and coupled to theright kingpin link at a second lower pivot joint, wherein the inboardpivot joints of each of the first and second upper bar segments aredisposed outboard relative to the central pivot joint; and wherein afirst distance between the first inboard pivot joint and the first upperpivot joint, a second distance between the second inboard pivot jointand the second upper pivot joint, a third distance between the centralpivot joint and the first lower pivot joint, and a fourth distancebetween the central pivot joint and the second lower pivot joint have asame length.
 2. The vehicle of claim 1, wherein each of the kingpinlinks comprises an L-shaped structural member.
 3. The vehicle of claim1, wherein the bottom bar of the first mechanical linkage has a centralopening, the chassis further comprising a structural beam having abottom end disposed within the opening, the structural beam coupled atthe bottom end to the bottom bar.
 4. The vehicle of claim 3, furthercomprising: a steering shaft disposed within the structural beam; a tierod coupling the front wheels of the vehicle to each other; and asteering crank connecting the steering shaft to the tie rod.
 5. Thevehicle of claim 4, further comprising a steering actuator operativelycoupled to the tie rod and configured to selectively steer the frontwheels.
 6. The vehicle of claim 4, further comprising a handlebaroperatively connected to the steering shaft.
 7. The vehicle of claim 6,further comprising: a handlebar assembly including the handlebar, thestructural beam, and the steering shaft; wherein the handlebar assemblyis configured to pivot selectively about a pitch axis between: (a) afirst mode, in which the chassis is configured to support a riderthereon and to steer the vehicle in response to rider input, and (b) asecond mode, in which the handlebar assembly is displaced to arider-unusable position, and the vehicle is steered by the controller.8. The vehicle of claim 1, further comprising a tilt-lock mechanismconfigured to selectively wedge the chassis into an upright orientation.9. A three-wheeled vehicle, comprising: a pair of front wheels coupledto a tiltable chassis by a tilt linkage, such that the pair of frontwheels and the chassis are configured to tilt in unison with respect toa roll axis of the chassis, wherein the tilt linkage comprises afour-bar linkage, and a pair of upper bar segments are coupled to thechassis at spaced-apart respective inboard joints, and wherein theinboard joints of the upper bar segments are each disposed outboard of acentral chassis joint of a lower bar of the tilt linkage; a single rearwheel coupled to the chassis, the rear wheel comprising a hub motorconfigured to drive the rear wheel to propel the vehicle; an orientationsensor configured to detect directional information regarding a netforce vector applied to the chassis; a tilt actuator operatively coupledto the chassis and configured to selectively tilt the chassis; acontroller including processing logic configured to selectively controlthe tilt actuator based on the directional information from theorientation sensor to automatically maintain the net force vector inalignment with a median plane of the chassis; and a rider supportplatform having a handlebar assembly and a seat, wherein the ridersupport platform is configured to transition between: (a) a first mode,in which the rider support platform is configured to support a riderthereon and to steer the vehicle in response to rider input, and (b) asecond mode, in which the handlebar assembly is pivoted rearward towardthe seat such that a rider is prevented from mounting the vehicle, andthe vehicle is steered automatically by the controller.
 10. The vehicleof claim 9, wherein the tilt linkage further comprises a pair ofkingpins each coupled to one of the front wheels; wherein each kingpinis coupled at an upper kingpin joint to a respective one of the upperbar segments; wherein each kingpin is coupled at a lower kingpin jointto the lower bar; and wherein the lower kingpin joints are disposedinboard relative to the upper kingpin joints.
 11. The vehicle of claim10, wherein each of the upper bar segments has a respective firstdistance defined between the inboard joint of the segment and theassociated upper kingpin joint, the lower bar has a second distancedefined between the central joint and one of lower kingpin joints, andthe first distance is the same as the second distance.
 12. The vehicleof claim 10, wherein each kingpin comprises an L-shaped structuralmember.
 13. The vehicle of claim 9, further comprising a tilt-lockmechanism configured to selectively wedge the chassis into an uprightorientation.
 14. The vehicle of claim 13, wherein the vehicle isconfigured to automatically engage the tilt-lock mechanism when therider support platform is in the second mode.
 15. The vehicle of claim14, wherein the tilt-lock mechanism comprises a pivotable bracketcoupled to the handlebar assembly by a mechanical linkage configured topivot the bracket into a tilt-locking orientation when the handlebarassembly is pivoted rearward.
 16. The vehicle of claim 9, furthercomprising: a steering actuator operatively coupled to the pair of frontwheels by a steering linkage, and configured to selectively steer thefront wheels.
 17. The vehicle of claim 16, wherein the steering actuatoris coupled to the handlebar assembly.
 18. A tilting vehicle, comprising:a pair of front wheels coupled to a tiltable chassis by a firstmechanical linkage, wherein the pair of front wheels and the chassis areconfigured to tilt in unison with respect to a roll axis of the chassis;a single rear wheel coupled to the chassis; a motor coupled to the rearwheel and configured to drive the rear wheel to propel the vehicle; atilt actuator operatively coupled to the chassis and configured toselectively tilt the chassis; and a controller including processinglogic configured to selectively control the tilt actuator toautomatically maintain a net force vector applied to the chassis inalignment with a median plane of the chassis, wherein the net forcevector is determined by gravity in combination with any applicablecentrifugal force applied to the chassis; wherein the first mechanicallinkage includes: a first upper bar segment coupled at an inboard end tothe chassis by a first inboard pivot joint and coupled at an outboardend to a left kingpin link by a first upper pivot joint, a second upperbar segment coupled at an inboard end to the chassis by a second inboardpivot joint spaced from the first inboard pivot joint and coupled at anoutboard end to a right kingpin link by a second upper pivot joint, anda bottom bar coupled to the chassis at a central pivot joint, coupled tothe left kingpin link at a first lower pivot joint, and coupled to theright kingpin link at a second lower pivot joint, wherein the inboardpivot joints of each of the first and second upper bar segments aredisposed outboard relative to the central pivot joint; and wherein thebottom bar of the first mechanical linkage has a central opening, thechassis further comprising a structural beam having a bottom enddisposed within the opening, the structural beam coupled at the bottomend to the bottom bar.
 19. The vehicle of claim 18, wherein the leftkingpin link comprises an L-shaped structural member.
 20. The vehicle ofclaim 18, further comprising: a steering shaft disposed within thestructural beam; a tie rod coupling the front wheels of the vehicle toeach other; and a steering crank connecting the steering shaft to thetie rod.
 21. The vehicle of claim 20, further comprising a steeringactuator operatively coupled to the tie rod and configured toselectively steer the front wheels.
 22. The vehicle of claim 20, furthercomprising a handlebar operatively connected to the steering shaft. 23.The vehicle of claim 22, further comprising: a handlebar assemblyincluding the handlebar, the structural beam, and the steering shaft;wherein the handlebar assembly is configured to pivot selectively abouta pitch axis between: (a) a first mode, in which the chassis isconfigured to support a rider thereon and to steer the vehicle inresponse to rider input, and (b) a second mode, in which the handlebarassembly is displaced to a rider-unusable position, and the vehicle issteered by the controller.
 24. The vehicle of claim 23, furthercomprising a tilt-lock mechanism configured to selectively wedge thechassis into an upright orientation.
 25. The vehicle of claim 18,wherein each of the first upper bar segment has a respective firstdistance defined between the first inboard pivot joint of the firstupper bar segment and the associated first upper pivot joint, the bottombar has a second distance defined between the central pivot joint andfirst lower pivot joint, and the first distance is the same as thesecond distance.
 26. The vehicle of claim 24, wherein the vehicle isconfigured to automatically engage the tilt-lock mechanism when thehandlebar assembly is displaced to a rider-unusable position.
 27. Thevehicle of claim 26, wherein the tilt-lock mechanism comprises apivotable bracket coupled to the handlebar assembly by a mechanicallinkage configured to pivot the bracket into a tilt-locking orientationwhen the handlebar assembly is pivoted rearward.
 28. The vehicle ofclaim 18, further comprising a steering actuator operatively coupled tothe pair of front wheels by a steering linkage, and configured toselectively steer the front wheels.
 29. The vehicle of claim 21, whereinthe steering actuator is coupled to the steering shaft.